X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [64.129.170.194] (HELO VIRCOM1.FCDATA.PRIVATE) by logan.com (CommuniGate Pro SMTP 6.0.5) with ESMTP id 6395893 for flyrotary@lancaironline.net; Mon, 29 Jul 2013 21:31:02 -0400 Received-SPF: none receiver=logan.com; client-ip=64.129.170.194; envelope-from=cbarber@texasattorney.net Received: from FCD-MAIL06.FCDATA.PRIVATE (unverified [172.16.5.23]) by VIRCOM1.FCDATA.PRIVATE (Vircom SMTPRS 5.22.7.16456) with ESMTP id for ; Mon, 29 Jul 2013 20:29:36 -0500 X-Modus-BlackList: 172.16.5.23=OK;cbarber@texasattorney.net=OK X-Modus-RBL: 172.16.5.23=Excluded X-Modus-Trusted: 172.16.5.23=NO X-Modus-Audit: FALSE;0;0;0 Received: from FCD-MAIL05.FCDATA.PRIVATE ([fe80::809d:a06e:5913:452e]) by FCD-MAIL06.FCDATA.PRIVATE ([fe80::697f:d6aa:b87:78d8%17]) with mapi id 14.03.0123.003; Mon, 29 Jul 2013 20:31:19 -0500 From: Chris Barber To: Rotary motors in aircraft Subject: Misfire Thread-Topic: Misfire Thread-Index: Ac6Muib/VXdsnz5aQ3GMqp4qc5rhuA== Date: Tue, 30 Jul 2013 01:30:11 +0000 Message-ID: <2D41F9BF3B5F9842B164AF93214F3D30010CA90FAC@FCD-MAIL05.FCDATA.PRIVATE> Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: x-originating-ip: [99.98.105.202] Content-Type: multipart/alternative; boundary="_000_2D41F9BF3B5F9842B164AF93214F3D30010CA90FACFCDMAIL05FCDA_" MIME-Version: 1.0 --_000_2D41F9BF3B5F9842B164AF93214F3D30010CA90FACFCDMAIL05FCDA_ Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Ok, since there has been a scary lack of activity on the list as of late (n= o, not just blamable on Oshkosh), I am certain y'all remember that I lost m= y engine over the first airport I flew to from my home airport. I have bee= n there the last three months working on a couple of issues (yeah, life ten= ds to extend time requirements). We determined the engine quite due to som= e gunk getting into the fuel rail, blocking the return vent in the Mistral = fuel rail. I have cleaned and modified the fuel lines a bit and hopefully = this is in the past. Also, since my oil pressure was running lower than I = felt good about, I installed the higher rated oil pressure valve (and inser= ted two small washers on top of the spring in the front housing). Also, I r= emoved the front oil cooler used for cabin heat from the oil system greatly= simplifying my oil lines. (I will likely convert cabin heating to coolant = heat if I ever get flying right) The oil pressure is better, going down to = around 30 at idle and up to the 60's or more when at power. Seems it shoul= d be higher with the higher pressure regulator (80lbs, I think) but it is n= ow high enough that I am not nervous to run the engine. This mod included a= short brass tube to better support the front housing oil ring which I have= had consistent issue with. Enough background. I've gotten the engine starting predictably and I am able to run it up with= the prop to over 6000 (IVO in flight adjustable at fine pitch. Don't recal= l MP), however, I cannot seem to get it to run smoothly at lower RPM's/Idle= . It seems to be missing consistently. It sounds okay as power increases = but I may not be able to hear the miss when it revs up. Fuel pressure is a= t about 38lbs. I have used the EC2's test feature and find all the coils p= utting out power and I replaced all the spark plugs yesterday. I can hear = the click of the injectors when I press the program switch (but, I could no= t get them to fire in Mode 1 test...but it seems that there may have been a= change in the way this is done after one of my units upgrade but I was wor= king with an older EC2 manual...the one that came with the unit and not the= one for the latest update I received). I am getting similar results for both A and B computers. I reset A to fact= ory defaults since I figured it would be best since I changed some fuel lin= e runs. I have left B as it was when I was last flying. I am thinking thi= s minimizes the EC2 as the culprit. Mixture does not seem to make much dif= ference. I do have separate switches for both primary and secondary inject= ors and coils. I am not getting any great improvement in any combination o= f on and off combinations. Since I am home preparing for a Colonoscopy tomorrow (yeah, as y'all who ha= ve been here know, I am not really able to head out to the hangar...isn't b= eing over 50 fun), I have been searching the archives. The problem is our = archives are a bit hard to search. Not only is it difficult to use the cor= rect term, our threads seem to drift a bit. :-). Temperatures on oil and coolant are reassuring. I can get my coolant numbe= rs down from 200 when stationary for a while to the low 180's just from a m= oderate taxi speed. Oil has been below 180....actually even lower if memor= y serves. So, once again I reach out to our collective. Even with Osh, todays tech m= ay allow some to comment and provide direction. Heck, maybe y'all can disc= uss in person........;-) Chris Itching to get my bird back home and save the extra $250 a month for a seco= nd hangar, but not wanting to prematurely launch....oh, and actually be fly= ing again. --_000_2D41F9BF3B5F9842B164AF93214F3D30010CA90FACFCDMAIL05FCDA_ Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Ok, since there has been a scary lack of activity on the list as of late= (no, not just blamable on Oshkosh), I am certain y'all remember that I los= t my engine over the first airport I flew to from my home airport.  I = have been there the last three months working on a couple of issues (yeah, life tends to extend time requirement= s).  We determined the engine quite due to some gunk getting into the = fuel rail, blocking the return vent in the Mistral fuel rail.  I have = cleaned and modified the fuel lines a bit and hopefully this is in the past.  Also, since my oil pressure was r= unning lower than I felt good about, I installed the higher rated oil press= ure valve (and inserted two small washers on top of the spring in the front= housing). Also, I removed the front oil cooler used for cabin heat from the oil system greatly simplifying my = oil lines. (I will likely convert cabin heating to coolant heat if I ever g= et flying right) The oil pressure is better, going down to around 30 a= t idle and up to the 60's or more when at power.  Seems it should be higher with the higher pressure regulat= or (80lbs, I think) but it is now high enough that I am not nervous to run = the engine. This mod included a short brass tube to better support the fron= t housing oil ring which I have had consistent issue with. 

 

Enough background.

 

I've gotten the engine starting predictably and I am able to run it up w= ith the prop to over 6000 (IVO in flight adjustable at fine pitch. Don't re= call MP), however, I cannot seem to get it to run smoothly at lower RPM's/I= dle.  It seems to be missing consistently.  It sounds okay as power increases but I may not be able to hear the miss w= hen it revs up.  Fuel pressure is at about 38lbs.  I have used th= e EC2's test feature and find all the coils putting out power and I replace= d all the spark plugs yesterday.  I can hear the click of the injectors when I press the program switch (but, I could n= ot get them to fire in Mode 1 test...but it seems that there may have been = a change in the way this is done after one of my units upgrade but I was wo= rking with an older EC2 manual...the one that came with the unit and not the one for the latest update I receiv= ed).

 

I am getting similar results for both A and B computers.  I reset&n= bsp;A to factory defaults since I figured it would be best since I changed = some fuel line runs.  I have left B as it was when I was last fly= ing.  I am thinking this minimizes the EC2 as the culprit.  Mixture does not seem to make much difference.  I do have separate sw= itches for both primary and secondary injectors and coils.  I am not g= etting any great improvement in any combination of on and off combinations.=

 

Since I am home preparing for a Colonoscopy tomorrow (yeah, as y'all who= have been here know, I am not really able to head out to the hangar...isn'= t being over 50 fun), I have been searching the archives.  The problem= is our archives are a bit hard to search.  Not only is it difficult to use the correct term, our threads seem to drif= t a bit. :-). 

 

Temperatures on oil and coolant are reassuring.  I can get my coola= nt numbers down from 200 when stationary for a while to the low 180's just = from a moderate taxi speed.  Oil has been below 180....actually even l= ower if memory serves.

 

So, once again I reach out to our collective.  Even with Osh, today= s tech may allow some to comment and provide direction.  Heck, ma= ybe y'all can discuss in person........;-)

 

Chris

Itching to get my bird back home and save the extra $250 a month for a s= econd hangar, but not wanting to prematurely launch....oh, and actually be = flying again.

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