X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from aspensprings.uwyo.edu ([129.72.10.32] verified) by logan.com (CommuniGate Pro SMTP 5.3.10) with ESMTPS id 4575571 for flyrotary@lancaironline.net; Thu, 11 Nov 2010 15:24:29 -0500 Received-SPF: none receiver=logan.com; client-ip=129.72.10.32; envelope-from=SBoese@uwyo.edu Received: from ponyexpress-ht1.uwyo.edu (ponyexpress-ht1.uwyo.edu [10.84.60.208]) by aspensprings.uwyo.edu (8.14.4/8.14.4) with ESMTP id oABKNpTJ023250 (version=TLSv1/SSLv3 cipher=AES128-SHA bits=128 verify=FAIL) for ; Thu, 11 Nov 2010 13:23:51 -0700 (MST) (envelope-from SBoese@uwyo.edu) Received: from ponyexpress-mb5.uwyo.edu ([fe80::9813:248c:2d68:a28b]) by ponyexpress-ht1 ([10.84.60.208]) with mapi; Thu, 11 Nov 2010 13:23:51 -0700 From: "Steven W. Boese" To: Rotary motors in aircraft Date: Thu, 11 Nov 2010 13:23:08 -0700 Subject: RE: [FlyRotary] Re: Improved performance of my new (2009) intake manifold Thread-Topic: [FlyRotary] Re: Improved performance of my new (2009) intake manifold Thread-Index: AcuBufxWGn7m7yFaSwW6UQZbTBO2uQAIiyqQ Message-ID: References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: acceptlanguage: en-US Content-Type: multipart/alternative; boundary="_000_E1AA3B1AF41D8049B1E3FBD5E225626004E4FBBC49ponyexpressmb_" MIME-Version: 1.0 --_000_E1AA3B1AF41D8049B1E3FBD5E225626004E4FBBC49ponyexpressmb_ Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Brian, If the problem occurs only after the system starts using all the injectors,= insufficient flow capacity of the primary injectors should not be the caus= e. The flow required of them is now significantly less than it was when onl= y the primaries were in use. In flight, the total fuel requirement would b= e larger at the same MAP as on the ground since the RPM is greater (assumin= g a fixed pitch prop). So it might be good to check for something limiting= the total fuel flow. The fuel filter would be one thing that comes to min= d. Did you happen to notice the fuel pressure before and after the problem= shows up? The fuel flow rate indication from the EC2 probably wouldn't be= very useful for checking on this. Steve Boese From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Beh= alf Of bktrub@aol.com Sent: Thursday, November 11, 2010 9:02 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Improved performance of my new (2009) intake manif= old Staging takes place at bin 90- it was stumbling and surging on the ground w= hen I would run it up through this bin- until I richened it up in bins 90-9= 2. Then it would transition without a hiccup through these bins. I had all = the injectors cleaned and flowed prior to installation, they all checked ou= t fine. I have 28 lb primaries and 40 lb secondaries. When I was flying, I was flying around at bins 70-80, doing around 90-110 m= ph, and would advance the throttle through bin 90 and start the backfiring.= While it was backfiring, I would lean and richen the mixture with the mixt= ure knob, but the engine would not settle down and the mixture graph would = be bouncing around due to erratic firing. The answer is there somewhere, I = jsut have to get some more altittude to fiddle with it in a more leisurely = fashion. Again, Anyone remember what values they use to set the mainifold scale fact= or and sensor offset? Thanks, Brian Trubee --_000_E1AA3B1AF41D8049B1E3FBD5E225626004E4FBBC49ponyexpressmb_ Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Brian,

 

=

If the problem occurs only after the system sta= rts using all the injectors, insufficient flow capacity of the primary inje= ctors should not be the cause. The flow required of them is now significant= ly less than it was when only the primaries were in use.  In flight, t= he total fuel requirement would be larger at the same MAP as on the ground = since the RPM is greater (assuming a fixed pitch prop).  So it might b= e good to check for something limiting the total fuel flow.  The fuel = filter would be one thing that comes to mind.  Did you happen to notic= e the fuel pressure before and after the problem shows up?  The fuel f= low rate indication from the EC2 probably wouldn’t be very useful for= checking on this.

&n= bsp;

Steve Boese

 

 

<= b>From:<= /span> Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Beh= alf Of bktrub@aol.com
Sent: Thursday, November 11, 2010 9:02 = AM
To: Rotary motors in aircraft
Subject: [FlyRotary] R= e: Improved performance of my new (2009) intake manifold<= /p>

 

Staging takes place at bin 90- it was stumbling and surging on the gro= und when I would run it up through this bin- until I richened it up in bins= 90-92. Then it would transition without a hiccup through these bins. I had= all the injectors cleaned and flowed prior to installation, they all check= ed out fine. I have 28 lb primaries and 40 lb secondaries.

 

=

When I was flying, I was flying around at bins= 70-80, doing around 90-110 mph, and would advance the throttle through bin= 90 and start the backfiring. While it was backfiring, I would lean and ric= hen the mixture with the mixture knob, but the engine would not settle down= and the mixture graph would be bouncing around due to erratic firing. The = answer is there somewhere, I jsut have to get some more altittude to fiddle= with it in a more leisurely fashion.

 

Again, Anyone remember what values they use to set the mainifold sc= ale factor and sensor offset?

 

T= hanks,

 <= /o:p>

Brian Trubee

&n= bsp;

= --_000_E1AA3B1AF41D8049B1E3FBD5E225626004E4FBBC49ponyexpressmb_--