X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imr-mb01.mx.aol.com ([64.12.207.164] verified) by logan.com (CommuniGate Pro SMTP 5.3.10) with ESMTP id 4575633 for flyrotary@lancaironline.net; Thu, 11 Nov 2010 16:06:47 -0500 Received-SPF: pass receiver=logan.com; client-ip=64.12.207.164; envelope-from=Bktrub@aol.com Received: from imo-da04.mx.aol.com (imo-da04.mx.aol.com [205.188.169.202]) by imr-mb01.mx.aol.com (8.14.1/8.14.1) with ESMTP id oABL67xD015988 for ; Thu, 11 Nov 2010 16:06:07 -0500 Received: from Bktrub@aol.com by imo-da04.mx.aol.com (mail_out_v42.9.) id q.fa5.1137f9c (34957) for ; Thu, 11 Nov 2010 16:06:04 -0500 (EST) Received: from smtprly-de03.mx.aol.com (smtprly-de03.mx.aol.com [205.188.249.170]) by cia-da06.mx.aol.com (v129.5) with ESMTP id MAILCIADA066-b2444cdc5ab617d; Thu, 11 Nov 2010 16:06:04 -0500 Received: from webmail-m089 (webmail-m089.sim.aol.com [64.12.224.204]) by smtprly-de03.mx.aol.com (v129.5) with ESMTP id MAILSMTPRLYDE033-b2444cdc5ab617d; Thu, 11 Nov 2010 16:05:58 -0500 References: To: flyrotary@lancaironline.net Subject: Re: [FlyRotary] Re: Improved performance of my new (2009) intake manifold Date: Thu, 11 Nov 2010 16:05:58 -0500 X-AOL-IP: 108.3.31.54 In-Reply-To: X-MB-Message-Source: WebUI MIME-Version: 1.0 From: bktrub@aol.com X-MB-Message-Type: User Content-Type: multipart/alternative; boundary="--------MB_8CD4FFB5F7190EF_1958_68AE_webmail-m089.sysops.aol.com" X-Mailer: AOL Webmail 32843-STANDARD Received: from 108.3.31.54 by webmail-m089.sysops.aol.com (64.12.224.204) with HTTP (WebMailUI); Thu, 11 Nov 2010 16:05:58 -0500 Message-Id: <8CD4FFB5F6348A9-1958-301C@webmail-m089.sysops.aol.com> X-Spam-Flag:NO X-AOL-SENDER: Bktrub@aol.com ----------MB_8CD4FFB5F7190EF_1958_68AE_webmail-m089.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset="utf-8" Good point, I'll check. That would seem to make sense. I do have two fuel= pumps, and a huge filter/ moisture separater the size of an oil filter.= I'll put a fuel pressure check on my things to check in flight.=20 Brian Trubee -----Original Message----- From: Steven W. Boese To: Rotary motors in aircraft Sent: Thu, Nov 11, 2010 12:23 pm Subject: [FlyRotary] Re: Improved performance of my new (2009) intake mani= fold Brian, =20 If the problem occurs only after the system starts using all the injectors= , insufficient flow capacity of the primary injectors should not be the ca= use. The flow required of them is now significantly less than it was when= only the primaries were in use. In flight, the total fuel requirement wo= uld be larger at the same MAP as on the ground since the RPM is greater (a= ssuming 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 co= mes to mind. Did you happen to notice the fuel pressure before and after= the problem shows up? The fuel flow rate indication from the EC2 probabl= y wouldn=E2=80=99t be very useful for checking on this. =20 Steve Boese =20 =20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Be= half 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 mani= fold =20 Staging takes place at bin 90- it was stumbling and surging on the ground= 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 ha= d all the injectors cleaned and flowed prior to installation, they all che= cked out fine. I have 28 lb primaries and 40 lb secondaries.=20 =20 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 backfiri= ng. While it was backfiring, I would lean and richen 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 somew= here, I jsut have to get some more altittude to fiddle with it in a more= leisurely fashion.=20 =20 Again, Anyone remember what values they use to set the mainifold scale fac= tor and sensor offset? =20 Thanks, =20 Brian Trubee =20 =3D=20 ----------MB_8CD4FFB5F7190EF_1958_68AE_webmail-m089.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset="utf-8"
Good point, I'll check.= That would seem to make sense. I do have two fuel pumps, and a huge filte= r/ moisture separater the size of an oil filter. I'll put a fuel pressure= check on my things to check in flight.
 
Brian Trubee



-----Original Message-----
From: Steven W. Boese <SBoese@uwyo.edu>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Thu, Nov 11, 2010 12:23 pm
Subject: [FlyRotary] Re: Improved performance of my new (2009) intake mani= fold

Brian,
 
If the problem occurs only after the sys= tem starts using all the injectors, insufficient flow capacity of the prim= ary injectors should not be the cause. The flow required of them is now si= gnificantly less than it was when only the primaries were in use.  In= flight, the 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 be good to check for something limiting the total fuel flow.=  The fuel filter would be one thing that comes to mind.  Did yo= u happen to notice the fuel pressure before and after the problem shows up= ?  The fuel flow rate indication from the EC2 probably wouldn=E2=80= =99t be very useful for checking on this.
 
Steve Boese
 
 
Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf 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) inta= ke manifold
 
Staging takes place at bin 90- it was stum= bling and surging on the ground 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 pri= or to installation, they all checked 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 throu= gh bin 90 and start the backfiring. While it was backfiring, I would lean= and richen the mixture with the mixture knob, but the engine would not se= ttle down and the mixture graph would be bouncing around due to erratic fi= ring. The answer is there somewhere, I jsut have to get some more altittud= e to fiddle with it in a more leisurely fashion.
 
Again, Anyone remember what values they us= e to set the mainifold scale factor and sensor offset?
 
Thanks,
 
Brian Trubee
 
=3D
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