X-Virus-Scanned: clean according to Sophos on Logan.com From: "Steven W. Boese" Received: from [157.56.111.136] (HELO na01-bn1-obe.outbound.protection.outlook.com) by logan.com (CommuniGate Pro SMTP 6.1.8) with ESMTPS id 8354737 for flyrotary@lancaironline.net; Mon, 25 Jan 2016 14:33:52 -0500 Received-SPF: none receiver=logan.com; client-ip=157.56.111.136; envelope-from=SBoese@uwyo.edu DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=uwy.onmicrosoft.com; s=selector1-uwyo-edu; h=From:To:Date:Subject:Message-ID:Content-Type:MIME-Version; bh=Ohae7rKRH8znQLbjnd0Dxvf6KmX88nR4hfp4LXR7aG8=; b=iQDUE1zRT/iqBi39MDUDXU42Mng9zXeBT8a/eS/TdvIXFwNSSwpfolOnHwbvp4UnLrx/a0KQAS+1kkKsesF/o+wjTDsfmMSYQOi+JIxEsyCrZWnNyKUzEfBcmBmgjrm3KDwB+n2MKWJ9WP3UR2Anon/WpbclBP3mb/5chu5ZdWs= Received: from BLUPR0501MB2148.namprd05.prod.outlook.com (10.164.23.154) by BLUPR0501MB2145.namprd05.prod.outlook.com (10.164.23.151) with Microsoft SMTP Server (TLS) id 15.1.390.13; Mon, 25 Jan 2016 19:33:32 +0000 Received: from BLUPR0501MB2148.namprd05.prod.outlook.com ([10.164.23.154]) by BLUPR0501MB2148.namprd05.prod.outlook.com ([10.164.23.154]) with mapi id 15.01.0390.013; Mon, 25 Jan 2016 19:33:32 +0000 To: Rotary motors in aircraft Subject: Re: [FlyRotary] Re: parts upgrade; was: What do you think may be happening? Thread-Topic: [FlyRotary] Re: parts upgrade; was: What do you think may be happening? Thread-Index: AQHRV56u4ibiAl7nG0ylTV2xweEl4p8MnTG7 Date: Mon, 25 Jan 2016 19:33:32 +0000 Message-ID: References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: authentication-results: spf=none (sender IP is ) smtp.mailfrom=SBoese@uwyo.edu; x-originating-ip: [69.146.103.188] x-microsoft-exchange-diagnostics: 1;BLUPR0501MB2145;5:v70mpWWKADrtqcGqKkYBiRgTvGBnNjRrKzmHWFTDvH50/RJmNuEXL70LKjvc+xxY84YTE0zSN3U6jHfCAfqRUON9zu9aSPtOaf+ObmihtvQLy7WVCuk7zAsKCk3T3Wr5pLZdhIzH9nY/kN/eJF4dfQ==;24:QKs37aJqf5CH3mEwEM+RoiZ4g8lrks5Cr80Z4eKISxo4hQak1+KtexH5YbscsID1iWypQQVuDf4PWaYHBPEhOw5H6W75GxlOCotb0FEmg4A= x-microsoft-antispam: UriScan:;BCL:0;PCL:0;RULEID:;SRVR:BLUPR0501MB2145; x-ms-office365-filtering-correlation-id: 0063f3de-ae9b-4078-caaa-08d325be691f x-microsoft-antispam-prvs: x-exchange-antispam-report-test: UriScan:; x-exchange-antispam-report-cfa-test: BCL:0;PCL:0;RULEID:(123027)(601004)(2401047)(520078)(8121501046)(5005006)(3002001)(10201501046);SRVR:BLUPR0501MB2145;BCL:0;PCL:0;RULEID:;SRVR:BLUPR0501MB2145; x-forefront-prvs: 083289FD26 x-forefront-antispam-report: SFV:NSPM;SFS:(10019020)(504954002)(24454002)(377454003)(189002)(199003)(76104003)(54356999)(5001960100002)(19625215002)(74316001)(2950100001)(3846002)(76576001)(77096005)(1096002)(110136002)(102836003)(1220700001)(2900100001)(107886002)(11100500001)(6116002)(50986999)(105586002)(106356001)(5008740100001)(76176999)(5002640100001)(586003)(5003600100002)(106116001)(33656002)(16236675004)(66066001)(81156007)(97736004)(89122001)(99286002)(80792005)(19580395003)(189998001)(101416001)(19580405001)(2906002)(122556002)(87936001)(90282001)(10400500002)(88552002)(450100001)(5004730100002)(19627405001)(86362001)(40100003)(75432002)(92566002)(5890100001)(3280700002);DIR:OUT;SFP:1102;SCL:1;SRVR:BLUPR0501MB2145;H:BLUPR0501MB2148.namprd05.prod.outlook.com;FPR:;SPF:None;PTR:InfoNoRecords;MX:1;A:1;LANG:en; received-spf: None (protection.outlook.com: uwyo.edu does not designate permitted sender hosts) spamdiagnosticoutput: 1:23 spamdiagnosticmetadata: NSPM Content-Type: multipart/alternative; boundary="_000_BLUPR0501MB2148DAC92D68EE6A9E7B46E7B9C70BLUPR0501MB2148_" MIME-Version: 1.0 X-OriginatorOrg: uwyo.edu X-MS-Exchange-CrossTenant-originalarrivaltime: 25 Jan 2016 19:33:32.5670 (UTC) X-MS-Exchange-CrossTenant-fromentityheader: Hosted X-MS-Exchange-CrossTenant-id: f9cdd7ad-825d-4601-8e9c-a325e02d52da X-MS-Exchange-Transport-CrossTenantHeadersStamped: BLUPR0501MB2145 --_000_BLUPR0501MB2148DAC92D68EE6A9E7B46E7B9C70BLUPR0501MB2148_ Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Jeff, Turning on the cold switch does not double the fuel flow (pulse width) of t= he primary injectors at MAP below the staging threshold. If it did, then t= he injector backup procedure would not work correctly. Steve Boese ________________________________ From: Rotary motors in aircraft on behalf of = Jeff Whaley Sent: Monday, January 25, 2016 11:31 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: parts upgrade; was: What do you think may be happe= ning? Steve, as usual your explanation is correct and/or more complete than mine = ... we all appreciate your clarity. Something I haven't tried is at 1400 rpm, turning OFF the SEC injectors and= then set the CS switch ON - I believe this will double the fuel flow to th= e PRI injectors? - Can you confirm? Jeff Jeff, I have taken the liberty of inserting the bold faced comments below. Steve Boese On Jan 25, 2016, at 9:21 AM, Jeff Whaley > wrote: 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 mak= es 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 injecto= rs. 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 -the fuel is not doubled by the primary i= njectors, but rather the secondary injectors are delivering fuel now too. S= till, 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. This verifies that both the primary and secondar= y injectors are delivering fuel when the cold switch is on and the MAP is b= elow the staging threshold as suggested above. At >4000 rpm and above staging: disabling either INJ should cause the engin= e to stumble - if you now set the CS to ON the engine should recover using = the remaining injectors at twice the original pulse width. other injectors. My engine is wired this way permanently .... So is mine. Jeff This message, and the documents attached hereto, is intended only for the a= ddressee and may contain privileged or confidential information. Any unauth= orized 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. --_000_BLUPR0501MB2148DAC92D68EE6A9E7B46E7B9C70BLUPR0501MB2148_ Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Jeff,


Turning on the cold switch does not double the fuel flow (pulse width) o= f the primary injectors at MAP below the staging threshold.  If it did= , then the injector backup procedure would not work correctly.


Steve Boese 



From: Rotary motors in ai= rcraft <flyrotary@lancaironline.net> on behalf of Jeff Whaley <fly= rotary@lancaironline.net>
Sent: Monday, January 25, 2016 11:31 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: parts upgrade; was: What do you think may b= e happening?
 

Steve, as usual your explanation i= s correct and/or more complete than mine … we all appreciate your cla= rity.

Something I haven’t tried is= at 1400 rpm, turning OFF the SEC injectors and then set the CS switch ON &= #8211; I believe this will double the fuel flow to the PRI injectors? ̵= 1; Can you confirm?

Jeff

 

Jeff,

I have taken the liberty of inserting the bold faced comments below.

Steve Boese


On Jan 25, 2016, at 9:21 AM, Jeff Whaley <flyrotary@lancaironline.net> wrote:

Bill, something you may want to tr= y (if only temporary) is to separate the Cold Start function from the Injec= tor Disable functions; I believe this makes it is easier to tell what is go= ing on.

Wire the Cold Start switch indepen= dently 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 C= S OFF, disabling the SEC injectors should do nothing.

At 1400 rpm with both INJ ON and C= S ON, the engine will run very rough due to fuel-doubling to PRI injectors = –the fuel is not doubled by the primary injectors, but rather the = secondary injectors are delivering fuel now too. Still, this is a handy feature for true COLD starting. <= /span>

At 1400 rpm with both INJ ON and C= S OFF, disabling the PRI should cause the engine to quit – if you qui= ckly set the CS to ON the engine should recover using the SEC injectors. &n= bsp;This verifies that both the primary and secondary injectors are delivering fuel when the cold switch is on and the= MAP is below the staging threshold as suggested above.

 

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 remaining injectors at twice the original pulse width. other in= jectors.

 

My engine is wired this way perman= ently …. So is mine. Jeff

This message, and the documents attached hereto, is intended only for the a= ddressee and may contain privileged or confidential information. Any unauth= orized 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 origin= al message. Thank you.
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