X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from aspensprings.uwyo.edu ([129.72.10.32] verified) by logan.com (CommuniGate Pro SMTP 5.2.14) with ESMTPS id 3740447 for flyrotary@lancaironline.net; Tue, 30 Jun 2009 15:10:19 -0400 Received-SPF: none receiver=logan.com; client-ip=129.72.10.32; envelope-from=SBoese@uwyo.edu Received: from ponyexpress-ht1.uwyo.edu (ponyexpress-ht1.uwyo.edu [10.84.60.208]) by aspensprings.uwyo.edu (8.14.2/8.14.2) with ESMTP id n5UJ9UjU028790 (version=TLSv1/SSLv3 cipher=AES128-SHA bits=128 verify=FAIL) for ; Tue, 30 Jun 2009 13:09:37 -0600 (MDT) (envelope-from SBoese@uwyo.edu) Received: from Boesexps (172.26.4.5) by uwmail.uwyo.edu (10.84.60.198) with Microsoft SMTP Server id 8.1.375.2; Tue, 30 Jun 2009 13:09:20 -0600 From: sboese To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: Below staging Date: Tue, 30 Jun 2009 13:08:31 -0600 Message-ID: <2A056B927BFE47C588C98290584CD5BC@gg.uwyo.edu> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0042_01C9F983.DDEE6530" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 In-Reply-To: Importance: Normal X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 ------=_NextPart_000_0042_01C9F983.DDEE6530 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Jeff, =20 I set up my injector wiring up the same way as you did for the same = reasons. At one time I had the powered side of each set of injectors fitted with = a pull down resistor along with a diode to the cold switch. This would duplicate the action of the optional DPDT switch and worked fine. At = Oskosh several years ago, when I mentioned to Tracy what I had done, he just = gave me a strange look and was immediately occupied with another observer. Although the setup worked, I never pursued the matter further, but = removed the resistors and diodes in case something was going on that I didn't = know about. =20 I remember puzzling over how the controller could keep the engine = running properly below the staging point with the primary injector power turned = off and the cold switch on. Apparently, the controller looks for a = combination of lack of voltage on the injector control wire along with the grounding = of the cold switch wire and then takes the appropriate action of using the secondary injectors without a doubled pulse width. =20 Steve Boese =20 =20 =20 =20 -----Original Message----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Jeff Whaley Sent: Tuesday, June 30, 2009 11:50 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Below staging =20 Al, Tracy does not insist that you use the DPDT switches - in the manual they are listed as optional. I looked at the circuit and concluded that in order to have circuit = breakers plus DPDT switches, my parts count was going to double; with panel space = at a premium, I bought SPDT switches with built-in circuit breakers. Also, I thought the chance of an injector failing in flight was pretty remote - as mentioned in the manual. =20 I do test both sets of injectors before flight, but have been doing it = above the staging point - PRI:OFF-CS:ON; CS:OFF-PRI:ON . repeat with SEC. This gives you on-the-ground experience of what a bad set of injectors does = to your engine plus the effect of what the CS is doing. I do agree that the DPDT switches would be less awkward but I will leave things as-is for now. Jeff =20 ------=_NextPart_000_0042_01C9F983.DDEE6530 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Jeff,

 

I set up my injector wiring up the = same way as you did for the same reasons.  At one time I had the powered = side of each set of injectors fitted with a pull down resistor along with a = diode to the cold switch.  This would duplicate the action of the optional = DPDT switch and worked fine.  At Oskosh several years ago, when I = mentioned to Tracy what I had done, he just gave me a strange look and was = immediately occupied with another observer.  Although the setup worked, I never pursued = the matter further, but removed the resistors and diodes in case something = was going on that I didn’t know about.

 

I remember puzzling over how the controller could keep the engine running properly below the staging = point with the primary injector power turned off and the cold switch on.  = Apparently, the controller looks for a combination of lack of voltage on the = injector control wire along with the grounding of the cold switch wire and then = takes the appropriate action of using the secondary injectors without a doubled = pulse width.

 

Steve Boese

 

 

    =   

 

-----Original = Message-----
From: Rotary motors in = aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Jeff Whaley
Sent: Tuesday, June 30, = 2009 11:50 AM
To: Rotary motors in = aircraft
Subject: [FlyRotary] Re: = Below staging

 

Al, Tracy does not insist that you use the DPDT switches - in the manual = they are listed as optional.

I looked at the circuit and concluded that in order to have circuit = breakers plus DPDT switches, my parts count was going to double; with panel space at a premium, I bought SPDT switches with built-in circuit = breakers.

Also, I thought the chance of an injector failing in flight was pretty remote = – as mentioned in the manual.

 

I do test both sets of injectors before flight, but have been doing it = above the staging point – PRI:OFF-CS:ON; CS:OFF-PRI:ON … repeat with = SEC. This gives you on-the-ground experience of what a bad set of injectors = does to your engine plus the effect of what the CS is doing.

I do agree that the DPDT switches would be less awkward but I will leave = things as-is for now.

Jeff<= /font>

 

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