|
|
Bill, something you may want to try (if only temporary) is to separate the Cold Start function from the Injector Disable functions; I believe this makes it is easier to tell what is going on.
Wire the Cold Start switch independently to pin 30.
Use one toggle switch to power the PRI and another to power the SEC injectors.
At 1400 rpm with both INJ ON and CS OFF, disabling the SEC injectors should do nothing.
At 1400 rpm with both INJ ON and CS ON, the engine will run very rough due to fuel-doubling to PRI injectors – this is a handy feature for true COLD starting.
At 1400 rpm with both INJ ON and CS OFF, disabling the PRI should cause the engine to quit – if you quickly set the CS to ON the engine should recover using the SEC injectors.
At >4000 rpm and above staging: disabling either INJ should cause the engine to stumble – if you now set the CS to ON the engine should recover using the other injectors.
My engine is wired this way permanently …
Jeff
|
From:
|
Bill Bradburry <flyrotary@lancaironline.net>
|
|
Subject:
|
RE: [FlyRotary] Re: parts upgrade; was: What do you think may be happening?
|
|
Date:
|
Mon, 25 Jan 2016 08:44:19 -0600
|
|
To:
|
'Rotary motors in aircraft' <flyrotary@lancaironline.net>
|
|
|
|
|
Steve and Tracy,
The injectors are all four the yellow injectors, 450 CC, I think. The EC-2 was in Mode 0 when I tested
it yesterday.
No, unfortunately, I have not gotten the signal recording setup going.
Good Luck with the slicing and dicing, Tracy. Is this a second hip or a redo of the first?
Bill
|
On 1/20/2016 12:55 PM, Tracy Crook wrote:
Steve’s description of how the EC2/3 works was correct.
Many get this bit confused but The intention with the disable switch was to use a DPDT switch for the disables. When in the disable position, the other pole of the switch is used to activate (switch to ground) the Cold Start input to
the EC2/3 at the same time. This eliminates having to turn off the CS switch when disabling a set of injectors and enables the EC2 to operate on either set over the full range of manifold pressures. The EC2/3 is able to see when you have disabled the primaries
and operate the secondary’s even though engine is operating below stage point.
I’ve been out of touch lately and will be for awhile. Need to have my hip replaced (again).
Tracy
Sent from
Mail for Windows 10
Steve,
I think my engine dies and has little effect when I turn off the primary and secondary respectively. I will have to investigate this when I get the switches replaced
(I plan to replace both) I may have something miswired??
It is cold, maybe Tracy is back in Florida and will chime in.
Bill
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
Sent: Wednesday, January 20, 2016 12:32 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: What do you think may be happening?
Bill,
I have tested the injector disable function with my EC2's. With the power interrupted to the primary injectors and the cold switch on, the engine runs on the secondary injectors at
MAP below the staging threshold. I don't know the details of how the controller treats the cold switch, but it is possible that with the cold switch on, the controller increases the fuel flow by using both the primary and secondary injectors at MAP below
the staging threshold, and doubles the injector pulse width at MAP above the staging threshold. I remember investigating this when first using the controllers but don't remember the exact details. My backup system does work at low MAP.
Steve
Bobby,
I am sorry I was not clear and the reason was that I was not clear myself.
The injector disable switches are for in case you lose an injector in flight and the engine starts to run on only one rotor. You can disable either of the
primary or secondary injectors which will take the failed injector out of the circuit.
Tracy says you should test this to make sure that it works. That is where my question came from. You can only test the disable switches when the engine
is not staged. If the engine is staged, and you turn off the primary injectors, the engine will die because the secondary injectors are not running, and if you turn off the secondary injectors, the engine will run rich because you turned on the cold start
but the secondaries were not running anyway.
I am not sure what would happen if you lost a primary injector in flight, disabled the primary injectors, then reduced power to the staging point in order
to land??? I suspect all would get quiet! :>(
Bill
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
Sent: Wednesday, January 20, 2016 11:35 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: What do you think may be happening?
Bill,
I’m not sure I understand the question. If your referring to my “center off switch position” it’s not used in flight. Intentionally anyway
J It’s used to shut down the engine. Primary injector switch of course. Same switch used for both
primary and secondary injectors.
Bobby
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
Sent: Wednesday, January 20, 2016 10:55 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: What do you think may be happening?
Changing the subject a minute…How do you disable the secondary’s when the engine is staged?? They are not running anyway???
Bill
--
Homepage: http://www.flyrotary.com/
Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.html
This message, and the documents attached hereto, is intended only for the addressee and may contain privileged or confidential information. Any unauthorized disclosure is strictly prohibited. If you have received this message in error, please notify us immediately
so that we may correct our internal records. Please then delete the original message. Thank you.
image001.gif
image002.gif
|
|