Return-Path: Received: from fed1rmmtao04.cox.net ([68.230.241.35] verified) by logan.com (CommuniGate Pro SMTP 4.2.3) with ESMTP id 431685 for flyrotary@lancaironline.net; Sat, 25 Sep 2004 01:50:13 -0400 Received-SPF: none receiver=logan.com; client-ip=68.230.241.35; envelope-from=ALVentures@cox.net Received: from BigAl ([68.107.116.221]) by fed1rmmtao04.cox.net (InterMail vM.6.01.03.04 201-2131-111-106-20040729) with ESMTP id <20040925054939.VNSL11627.fed1rmmtao04.cox.net@BigAl> for ; Sat, 25 Sep 2004 01:49:39 -0400 From: "Al Gietzen" To: "'Rotary motors in aircraft'" Subject: EC2 problem - resolved Date: Fri, 24 Sep 2004 22:49:48 -0700 Message-ID: <000001c4a2c3$77caac30$6400a8c0@BigAl> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0001_01C4A288.CB6BD430" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 Importance: Normal In-Reply-To: X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C4A288.CB6BD430 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable =20 You've got me thinking that I did have to take the pins out of one side = of the plugs to pull them through to the engine compartment. The plugs are marked A, B, C, and D. and the wires were marked to match. I, of = course, got them back in correctly, right? I'll have to check.=20 =20 That's the idea. The prime suspect is anything that could possibly have been changed between the dyno and the plane. The second suspect would = be something appeared to work properly on the dyno, but wasn't tested thoroughly enough to be sure. =20 =20 =20 Well, of course it wasn't ever a problem with the EC2 itself, so I guess = I should have used 'injector wiring problem' as the subject. Had some = time late this afternoon to do some wiring check. Zeroed in on the = connections to the secondary injectors to verify the connector plug pins got back = into the right sockets. At first was dismayed that the labels on the wires = were covered by the firesleeve on one side, and inside the copper pipe ground lead (plastic airplane, remember); but quickly realized that the return = side from both sets of injectors are common to each rotor. Checking return = lead from primary to secondary injector plugs revealed an open circuit on = rotor #2; other two were fine. Further checking revealed I had, in fact, = reversed the secondary injector power lead with the injector return lead from #2 rotor. A-r-r-gh! =20 Color me embarrassed! =20 Thank you, Rusty, for pushing me on the wire connections. I was = overlooking the fact that I had removed the pins from on one side of the 4-pin = connector because the connector 'housing' wouldn't fit through the wiring duct. =20 Color me grateful. =20 Engine now runs on a leaner setting. Turning off the primaries (running = on the secondary MSD injectors) now actually results in slightly smoother running at low rpm than with the primaries on - smooth right down to = 1600 where the idle stop is currently set. Turning off the secondary switch still seems to make a slight difference - don't know why; maybe my imagination. =20 Cross off one more. How many more to go? Al ------=_NextPart_000_0001_01C4A288.CB6BD430 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Message

 

You’ve= got me thinking that I did have to take the pins out of one side of the = plugs to pull them through to the engine compartment.  The plugs are = marked A, B, C, and D. and the wires were marked to match.  I, of course, got = them back in correctly, right?  I’ll have to = check. 

 

That's the = idea.  The prime suspect is anything that could possibly have been changed = between the dyno and the plane.  The second suspect would be something appeared = to work properly on the dyno, but wasn't tested thoroughly enough to = be sure.  

 

 

Well, of = course it wasn’t ever a problem with the EC2 itself, so I guess I should = have used ‘injector wiring problem’ as the subject.  Had some time late this = afternoon to do some wiring check.  Zeroed in on the connections to the = secondary injectors to verify the connector plug pins got back into the right = sockets.  At first was dismayed that the labels on the wires were covered by the = firesleeve on one side, and inside the copper pipe ground lead (plastic airplane, = remember); but quickly realized that the return side from both sets of injectors = are common to each rotor.  Checking return lead from primary to = secondary injector plugs revealed an open circuit on rotor #2; other two were fine. =  Further checking revealed I had, in fact, reversed the secondary injector power = lead with the injector return lead from #2 rotor.   = A-r-r-gh!

 <= /font>

Color me = embarrassed!

 <= /font>

Thank you, = Rusty, for pushing me on the wire connections.  I was overlooking the fact = that I had removed the pins from on one side of the 4-pin connector because the = connector ‘housing’ wouldn’t fit through the wiring duct.

 <= /font>

Color me = grateful.

 <= /font>

Engine now = runs on a leaner setting.  Turning off the primaries (running on the = secondary MSD injectors) now actually results in slightly smoother running at low rpm = than with the primaries on – smooth right down to 1600 where the idle = stop is currently set.  Turning off the secondary switch still seems to = make a slight difference – don’t know why; maybe my = imagination.

 <= /font>

Cross off one more.  How many more to go?

Al

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