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“So,
it looks like my Airflow Performance injectors (which have to be in the
primer ports)”
Does
this mean the injectors are on the low pressure, hot, side of the baffling? That
would make reverse air flow more likely. Any blue stains around the injectors?
Try
throttling back 4-5 inches from WOT to ensure positive air flow and trying the
test again.
I
think people are struggling with a marginal system not designed to work with
efficient ram air induction. What we really need is a high pressure programmable
electronic fuel injection system with a simple mechanical backup for when the
electronics fail.
Regards, Bill Hannahan
--- On Sun, 8/30/09, marv@lancair.net <marv@lancair.net> wrote:
From: marv@lancair.net <marv@lancair.net>
Subject: [LML] Re: LOP
To: lml@yahoo.com
Date: Sunday, August 30, 2009, 5:31 PM
Posted for "terrence o'neill"
<troneill@charter.net>:
Yesterday I started to run a LOP survey... went to 7000 ft. where 2400 rpm
could get no more than 24."
MP, WOT, and leaned until one EGT (#2) peaked, and
began to reduce, whiole the other EGTs kept increasing. Showed about 10.3
GPH,
but wandered a little down to 10.1 and back up to 10.3.
Slow leaning immediately resulted in a definitely noticed reduction of power,
and
enriching a little restored it. Could not lean any further.
The other three cylinders were still definitely ROP.
So, it looks like
my Airflow Performance injectors (which have to be in the
primer ports) may not all be the same diameter (.022, .028, 0r
.032).
An initial static flow test of the injectors showed all about the same flow.
It looks like if I can replace the
#2 nozzle with the next larger size, i
could then continue to lean ALL four cylinders and EGTs further than `10.3
gph, @ 24/2400.
I
would like to get a lot closer to 8 gph.
Any comments of similar experiences or suggestions would be
appreciated.
Thanks.
Terrence
L235/320 N211AL
What a nice handling plane... 42 hrs... the Debongers make the
landings look
good.
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