X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from cdptpa-omtalb.mail.rr.com ([75.180.132.123] verified) by logan.com (CommuniGate Pro SMTP 5.2.14) with ESMTP id 3757094 for flyrotary@lancaironline.net; Tue, 14 Jul 2009 10:46:33 -0400 Received-SPF: pass receiver=logan.com; client-ip=75.180.132.123; envelope-from=eanderson@carolina.rr.com Received: from computername ([75.191.186.236]) by cdptpa-omta02.mail.rr.com with ESMTP id <20090714144552504.UHAO28563@cdptpa-omta02.mail.rr.com> for ; Tue, 14 Jul 2009 14:45:52 +0000 From: "Ed Anderson" To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: cold switch and injector backup mode Date: Tue, 14 Jul 2009 10:45:57 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0012_01CA0470.459102A0" X-Mailer: Microsoft Office Outlook, Build 11.0.5510 Thread-Index: AcoEg3ADr2B8rCvRRY6RI3+UbYO3vwACqDQg In-Reply-To: X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 Message-Id: <20090714144552504.UHAO28563@cdptpa-omta02.mail.rr.com> This is a multi-part message in MIME format. ------=_NextPart_000_0012_01CA0470.459102A0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hi Bill, not Steve, but since I have done exactly your scenario on many = an occasion, I can tell you that if you are flying along above the staging Manifold pressure and your turn off your secondaries (assuming your = primary injectors are near the same size as your secondary injectors) =96 = nothing will happen unless you are above the approx 80% power point (and even then it depends on how large your injectors are). THIS assuming you are wired according to instructions. =20 When you turn off the primary injectors (above staging point) the EC2/3 will double the pulse duration (presumably because you also grounded the cold start function thereby turning it on) to the remaining pair and = your fuel flow is essentially the same. In fact, it does not matter which = pair you turn off IF you have wired it according to Tracy=92s instructions = =96 the engine will continue to run as normal. You may have to tweak the = mixture slightly to get it to exactly what you had before =96 but most of the = time you don=92t even have to do that. =20 Besides as I recall, Steve, does not have his wiring set up exactly as specified by Tracy =96 so its possible his could be reacting = differently. =20 =20 I have flown with the cold switch on above staging point and even with = the manual mixture control turn to full lean =96 it is way too rich, but it = would indeed run. However, I am using the 440 cc/min injectors =96 had I been = using the 550 cc/min injectors, I think that would have been a bit too much. = So there is no question in my mind that if above staging and all four = injectors are on and the cold start switch on the PCM panel is off then: =20 1. All four injectors are firing at their normal pulse duration (for four injectors) 2. If you turn off either pair using the disable switch =96 you are = doing two things: a. Removing the 12V power to the disabled pair (so there are NO four Injectors ON =96 only two in this case =96always assuming you are wired according to the instructions). The one thing the EC2 does not do is provide power to the injectors =96 it ONLY provides a grounding path the current flow through the injectors. So if you turn off the power to an injector pair by using the disable switch there are ONLY the TWO other injectors that can possibly be turned on (talking about the 2 rotor here = not the 3 rotor) =96 because on that pair has power. b. You are also by the same action - grounding the cold start function thereby doubling the pulse duration to the remaining active pair - so = with =BD the injectors active but with the pulse duration twice that needed = for four injectors, your fuel flow is essentially the same before and after = you turn off a pair. 3. IF you have all four injectors ON AND you turn on the cold start switch on the PCM panel, the EC2 will double the pulse duration to all = four injectors and your fuel flow will double that normal for four injectors = =96 you will definitely notice your engine bogging. However, if you turn = off one pair under these conditions you have reduced the number of injectors = by =BD and the engine will again run fine on just two injectors. =20 However, this all assumes you have wired the EC2/3 per Tracy=92s = instructions. IF you provide power to the injectors other than through the disable switches, then indeed you may get a different reaction. I think that = could be part of the difference we seem to be experiencing =96 what each = person says may be correct even if in apparent disagreement with each other. =20 Just my 0.02 =20 Ed =20 =20 =20 =20 =20 =20 Ed =20 Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://www.andersonee.com http://www.dmack.net/mazda/index.html http://www.flyrotary.com/ http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.rotaryaviation.com/Rotorhead%20Truth.htm =20 _____ =20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Bill Bradburry Sent: Tuesday, July 14, 2009 9:03 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: cold switch and injector backup mode =20 Hi Steve, I assume you are getting your information from your data logger which = means that you know what is really happening as opposed to what someone thinks will happen. So tell me this. If I am flying in cruise at say, 8000 ft and 24=94 of MAP, and I turn = off the secondaries=85What will happen? I was above the staging point and all = four injectors were on. I turned two of them off. Will the primaries = continue to run at the same duty cycle, or will they attempt to double their duty cycle up to the max of 100%? In other words, will the engine continue = to produce the same or nearly the same power as before I turned the = secondaries off?? Bill B=20 =20 _____ =20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Steven Boese Sent: Tuesday, July 14, 2009 2:13 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: cold switch and injector backup mode Bill, =20 I=92ve inserted red comments below. They refer to what happens at MAP = less than the staging MAP. There is no significance to the choice of red = other than it shows up well. =20 Steve Boese =20 -----Original Message----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Bill Bradburry Sent: Monday, July 13, 2009 9:41 PM=20 To: Rotary motors in aircraft Subject: [FlyRotary] Re: cold switch and injector backup mode =20 Bob, Steve, My comments were really directed to the statement that Steve made. = First of all, he tested the cold start switch which is designed to provide a = richer mixture for starting in cold weather. It pretty much has an effect only = at low manifold pressure which you would see while cranking. I don=92t = have any issue with those statements. The statement that I think is not correct is the one here: =20 =93Turning off the power to either the primary or secondary injectors = has no effect on the pulse width applied to the injectors or the status of the staging data bit.=94 =20 Tracy pretty much states that turning off either of the injectors will automatically turn on the cold start and double the pulse width of the injectors. With my EC2, turning on the cold switch does not change the pulse width. It forces the controller to use all four injectors. That = way, when a double pole switch is used to turn off one set of injectors and simultaneously ground the cold switch line, the other set of injectors = will be used and the engine will run normally if the injectors are all of = similar flow rate. Since only one set is getting power, that has the effect of making one set produce like two sets. No, the set still getting power produces the same amount of fuel as before. If the secondary injectors = are turned off, the operation of the primaries are unchanged and the amount = of fuel going to the engine is unchanged since the secondaries weren=92t producing fuel anyway. If the primaries are turned off, the secondaries = now are producing the same amount of fuel that the primaries were. Now if = Steve had the cold start switch already turned on when he disabled the = injectors in the statement above, there would probably be no additional doubling. = But I don=92t think we are supposed to do the disable test with the cold = start switch on because that is redundant since the cold start is turned on = when you turn off one set. At MAP below the staging threshold, turning on = the cold switch with all injectors receiving power doubles the fuel flow = since all four injectors are now being used instead of just the primaries. = What happens with the cold switch on, all injectors receiving power, and MAP above the staging threshold, probably doesn=92t matter much since = hopefully the engine isn=92t being warmed up from a cold start at MAP above the = staging threshold.=20 =20 Also, I agree with you Bob about the smaller Renesis injectors. I am switching to 4 yellow injectors on mine. By the way, that means that I = will have a couple of blue injectors for sale soon if any one is interested. =20 Bill B =20 =20 -----Original Message----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Bob White Sent: Monday, July 13, 2009 9:37 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: cold switch and injector backup mode =20 Hi Bill, =20 What you've posted below shown behind '>' : > Below staging manifold pressure, cold start doubles fuel flow by=20 > turning on both sets of injectors, effectively canceling staging. =20 True, but I think this the right way to look at it is that the staging = bit cuts the pulse width in half at the same time the cold start switch = doubles it, so the net effect is that both sets of injectors are being triggered with the same pulse width you started with (below staging). =20 > The injector disable does not work above the staging point. If you=20 > kill one set above the staging manifold pressure, you will just be=20 > running on one set at the normal pulse width. This will result in=20 > only half power or less available anywhere above the staging point manifold pressure. =20 Not true, mostly. If you've disabled one set of injectors below = staging, then the engine is receiving the correct amount of fuel and it's = effectively running as though it only has two injectors. As power is increased, the pulse width increases until the injectors are flowing the maximum amount = of fuel possible. The total power will be limited to that level, but not = half. If two injectors will flow enough gas to run at full power, then you = will be able to produce full power. =20 You aren't running with the "normal" pulse width above the original = staging point. The staging point would have cut the pulse width in half, but = since the staging has effectively already taken place, the pulse width is = correct for above the old staging point also. =20 So, your assumption will be true only if you require both sets of = injectors to produce full power and they will only do so if running at full = capacity. Two 50# injectors will flow 100 lb/hr and at a bsfc of .5 that will = allow 200 hp, or at .6 bsfc, 166 hp. =20 =20 In thinking about it this way, it seems to me to be a bad idea to use = the small RX-8 injectors for the primaries, because disabling the = secondaries would limit you to less than half power. Mazda does it for better idle = in the car, but not a big problem in aircraft use. Better to use the same = size injectors for primary and secondary and size them to maintain enough = power for level flight as a absolute minimum. There's a problem even then as it's easy to push the engine too lean = with the throttle when the injectors max out. Same size Pri and Sec also eliminates one adjustment in the EC2, and it has more than enough adjustments as it is. :) =20 Bob W. =20 =20 On Mon, 13 Jul 2009 19:50:12 -0400 "Bill Bradburry" wrote: =20 > Steve, >=20 > =20 >=20 > If I understand your observations.embedded below. >=20 > =20 >=20 > Bill B >=20 > _____ >=20 > From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]=20 > On Behalf Of sboese > Sent: Monday, July 13, 2009 6:24 PM > To: Rotary motors in aircraft > Subject: [FlyRotary] cold switch and injector backup mode >=20 > This weekend I had a chance to make some observations concerning the=20 > previous discussion on the use of the cold switch and the injector=20 > backup mode on my EC2 used with a 13B. >=20 > =20 >=20 > When idling, turning on the cold switch results in all four injectors=20 > delivering fuel at the pulse width that was used by the primary=20 > injectors before the cold switch was turned on. >=20 > Below staging manifold pressure, cold start doubles fuel flow by=20 > turning on both sets of injectors, effectively canceling staging. >=20 > =20 >=20 > When idling, turning on the cold switch results in the staging data=20 > bit changing from indicating operation at MAP below the staging=20 > threshold to operation above the staging threshold even though the MAP = is very low. >=20 > When staging is canceled by the cold start switch, it is indicated on=20 > the > EM-2 >=20 > =20 >=20 > With the cold switch on, gradually increasing MAP results in a=20 > gradually increasing injector pulse width from idle to full throttle=20 > with no discontinuity when the staging threshold is crossed. >=20 > Cold start has no effect on the fuel delivery after the normal staging = > point has been reached. >=20 > =20 >=20 > Turning off the power to either the primary or secondary injectors has = > no effect on the pulse width applied to the injectors or the status of = > the staging data bit. >=20 > The injector disable does not work above the staging point. If you=20 > kill one set above the staging manifold pressure, you will just be=20 > running on one set at the normal pulse width. This will result in=20 > only half power or less available anywhere above the staging point manifold pressure. >=20 > This does not sound like the way I had previously understood the=20 > injector disable to work. Are you sure you have it wired correctly? >=20 > =20 >=20 > Based on the above observations, it appears that the EC2 does not need = > to know whether or not power is being sent to the injectors. =20 > Regardless of the MAP at the time, turning on the cold switch results=20 > in the EC2 operating with all four injectors as if the MAP was above=20 > the staging threshold but with a pulse width appropriate for only two injectors being used. >=20 > =20 >=20 > My statements below concerning the cold switch position appear to be=20 > in error. The position of the Cold Switch is not one of the things=20 > contained in the data log captured from the EC2 so that piece of data=20 > was from my memory which is poor at best. Sorry Bob. >=20 > =20 >=20 > I probably should have maintained the "Avoid reading.." subject line.=20 >=20 > =20 >=20 > Steve Boese >=20 > =20 >=20 >=20 >=20 >=20 > From: >=20 > Steven Boese >=20 >=20 > Subject: >=20 > RE: [FlyRotary] Re: Below staging >=20 >=20 > Date: >=20 > Mon, 6 Jul 2009 00:24:28 -0600 >=20 >=20 > To: >=20 > "'Rotary motors in aircraft'" >=20 > =20 > Message Header >=20 > =20 > Undecoded Message >=20 >=20 >=20 > Bob, >=20 > In contrast to when the primary injector power is off, when the=20 > secondary injectors are turned off and the cold switch on, the EC2=20 > indicates staging is taking place normally at the staging threshold,=20 > in my case at about 20 inches MAP. The engine doesn't go lean after=20 > staging is indicated, however. When idling with the secondary=20 > injectors turned off and the cold switch on, the EC2 indicates no=20 > staging has taken place. Of course, what the EC2's staging data bit is = > telling the outside world and what The EC2 is actually doing may be=20 > two different things. >=20 > Steve Boese >=20 > =20 >=20 >=20 =20 =20 -- N93BD - Rotary Powered BD-4 - http://www.bob-white.com 3.8 Hours Total Time and holding Cables for your rotary installation - http://roblinstores.com/ =20 -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.html __________ Information from ESET NOD32 Antivirus, version of virus = signature database 3267 (20080714) __________ The message was checked by ESET NOD32 Antivirus. http://www.eset.com ------=_NextPart_000_0012_01CA0470.459102A0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Hi Bill,=A0 not Steve, but since I = have done exactly your scenario on many an occasion, I can tell you that if you = are flying along above the staging Manifold pressure and your turn off your secondaries (assuming your primary injectors are near the same size as = your secondary injectors) – nothing will happen unless you are above the approx = 80% power point (and even then it depends on how large your injectors = are).=A0 THIS assuming you are wired according to = instructions.

 

=A0When you turn off the primary = injectors (above staging point) the EC2/3 will double the pulse duration = (presumably because you also grounded the cold start function thereby turning it on) = =A0=A0to the remaining pair and your fuel flow is essentially the same.=A0 In = fact, it does not matter which pair you turn off IF you have wired it according = to Tracy’s instructions – the engine will continue to run as normal.=A0 = =A0You may have to tweak the mixture slightly to get it to exactly what you had before = – but most of the time you don’t even have to do = that.

 

Besides as I recall, Steve, does = not have his wiring set up exactly as specified by Tracy – so its possible his could be reacting = differently.

 

 

I have flown with the cold switch = on above staging point and even with the manual mixture control turn to full lean = – it is way too rich, but it would indeed run.=A0 However, I am using the = 440 cc/min injectors – had I been using the 550 cc/min injectors, =A0I = think that would have been a bit too much.=A0 So there is no question in my = mind that if above staging and all four injectors are on and the cold start switch = on the PCM panel is off then:

 

  1. All four injectors are firing at their normal pulse duration (for four injectors)
  2. If you turn off either pair using the disable switch – you are = doing two things:
    1. Removing the 12V power to the disabled pair (so there are NO four Injectors ON – = only two in this case –always assuming you are wired according to the instructions).=A0 The one thing the EC2 does not do is provide = power to the injectors – it ONLY provides a grounding path the current = flow through the injectors.=A0 So if you turn off the power to an = injector pair by using the disable switch there are ONLY the TWO other injectors = that can possibly be turned on (talking about the 2 rotor here not the = 3 rotor) – because on that pair has = power.
    2. You are also by the same action - grounding the cold start function = thereby doubling the pulse duration to the remaining active pair=A0 - so = with =BD the injectors active but with the pulse duration twice that needed for = four injectors, your fuel flow is essentially the same before and after = you turn off a pair.
  3. IF you have all four injectors ON AND you turn on the cold start = switch on the PCM panel, the EC2 = will double the pulse duration to all four injectors and your fuel flow will = double that normal for four injectors – you will definitely notice = your engine bogging.=A0 However, if you turn off one pair under these = conditions you have reduced the number of injectors by =BD and the engine will = again run fine on just two injectors.

 

However, this all assumes you have = wired the EC2/3 per Tracy’s instructions.=A0 IF you provide power to the injectors other than = through the disable switches, then indeed you may get a different reaction.=A0 I = think that could be part of the difference we seem to be experiencing – what = each person says may be correct even if in apparent disagreement with each = other.

 

Just my = 0.02

 

Ed

 

 

 

 

 

 

Ed

 

From: = Rotary motors in aircraft = [mailto:flyrotary@lancaironline.net] On Behalf Of Bill = Bradburry
Sent: Tuesday, July 14, = 2009 9:03 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: = cold switch and injector backup mode

 

Hi Steve,

I assume you are getting your information from your data logger = which means that you know what is really happening as opposed to what someone = thinks will happen.  So tell me this.

If I am flying in cruise at say, 8000 ft and 24” of MAP, = and I turn off the secondaries…What will happen?   I was above the = staging point and all four injectors were on.  I turned two of them = off.  Will the primaries continue to run at the same duty cycle, or will they = attempt to double their duty cycle up to the max of 100%?  In other words, = will the engine continue to produce the same or nearly the same power as = before I turned the secondaries off??

Bill B 

 

From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Steven Boese
Sent: Tuesday, July 14, = 2009 2:13 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: = cold switch and injector backup mode

Bill,

 

I’ve inserted red comments below.  They refer to what happens at MAP less than the staging = MAP.  There is no significance to the choice of red other than it shows up = well.

 

Steve = Boese

 

-----Original = Message-----
From: Rotary motors in aircraft = [mailto:flyrotary@lancaironline.net] On Behalf Of Bill Bradburry
Sent: Monday, July 13, 2009 = 9:41 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: = cold switch and injector backup mode

      = ;     

Bob, Steve,

My comments were really directed to the = statement that Steve made.  First of all, he tested the cold start switch which is designed to provide a richer mixture for starting in cold weather.  = It pretty much has an effect only at low manifold pressure which you would = see while cranking.  I don’t have any issue with those = statements.

The statement that I think is not correct is = the one here:

 

“Turning off the power to either the = primary or secondary injectors has no effect on the pulse = width applied to the injectors or the status of the staging data = bit.”

 

Tracy pretty much states that turning off either of the injectors will = automatically turn on the cold start and double the pulse width of the = injectors.  With my EC2, turning on the cold = switch does not change the pulse width.  It forces the controller to use all = four injectors.  That way, when a double pole switch is used to turn off = one set of injectors and simultaneously ground the cold switch line, the = other set of injectors will be used and the engine will run normally if the = injectors are all of similar flow rate.  Since only one set is = getting power, that has the effect of making one set produce like two = sets.  No, the set still getting power = produces the same amount of fuel as before.  If the secondary injectors are = turned off, the operation of the primaries are unchanged and the amount of fuel = going to the engine is unchanged since the secondaries weren’t producing = fuel anyway.  If the primaries are turned off, the secondaries now are producing the = same amount of fuel that the primaries were.  Now if Steve = had the cold start switch already turned on when he disabled the injectors = in the statement above, there would probably be no additional doubling.  = But I don’t think we are supposed to do the disable test with the cold = start switch on because that is redundant since the cold start is turned on = when you turn off one set.  = At MAP below the staging = threshold, turning on the cold switch with all injectors receiving power doubles the fuel = flow since all four injectors are now being used instead of just the primaries.  What happens with the cold switch on, all injectors = receiving power, and MAP above the staging threshold, probably doesn’t = matter much since hopefully the engine isn’t being warmed up from a cold = start at MAP above the staging threshold. =

 

Also, I agree with you Bob about the smaller = Renesis injectors.  I am switching to 4 yellow injectors on mine.  By = the way, that means that I will have a couple of blue injectors for sale = soon if any one is interested.

 

Bill B

 

 

-----Original = Message-----

From: Rotary = motors in aircraft [mailto:flyrotary@lancaironline.net] On = Behalf Of Bob White

Sent: Monday, July 13, 2009 9:37 = PM

To: Rotary motors in aircraft

Subject: [FlyRotary] Re: cold switch and = injector backup mode

 

Hi Bill,

 

What you've posted below shown behind '>' = :

> Below staging manifold pressure, cold = start doubles fuel flow by

> turning on both sets of injectors, = effectively canceling staging.

 

True, but I think this the right way to look = at it is that the staging bit cuts the pulse width in half at the same time the = cold start switch doubles it, so the net effect is that both sets of = injectors are being triggered with the same pulse width you started with (below = staging).

 

> The injector disable does not work above = the staging point.  If you

> kill one set above the staging manifold = pressure, you will just be

> running on one set at the normal pulse width.  This will result in

> only half power or less available = anywhere above the staging point manifold pressure.

 

Not true, mostly.  If you've disabled = one set of injectors below staging, then the engine is receiving the correct amount = of fuel and it's effectively running as though it only has two = injectors.  As power is increased, the pulse width increases until the injectors are = flowing the maximum amount of fuel possible.  The total power will be = limited to that level, but not half.  If two injectors will flow enough gas to = run at full power, then you will be able to produce full = power.

 

You aren't running with the = "normal" pulse width above the original staging point.  The staging point would = have cut the pulse width in half, but since the staging has effectively already = taken place, the pulse width is correct for above the old staging point = also.

 

So, your assumption will be true only if you = require both sets of injectors to produce full power and they will only do so if running at full capacity.  Two 50# injectors will flow 100 lb/hr = and at a bsfc of .5 that will allow 200 hp, or at .6 bsfc, 166 hp.  =

 

In thinking about it this way, it seems to me = to be a bad idea to use the small RX-8 injectors for the primaries, because = disabling the secondaries would limit you to less than half power.  Mazda = does it for better idle in the car, but not a big problem in aircraft use.  = Better to use the same size injectors for primary and secondary and size them = to maintain enough power for level flight as a absolute = minimum.

There's a problem even then as it's easy to = push the engine too lean with the throttle when the injectors max out.  Same = size Pri and Sec also eliminates one adjustment in the EC2, and it has more = than enough adjustments as it is. :)

 

Bob W.

 

 

On Mon, 13 Jul 2009 19:50:12 = -0400

"Bill Bradburry" = <bbradburry@bellsouth.net> wrote:

 

> Steve,

>

> 

>

> If I understand your = observations.embedded below.

>

> 

>

> Bill B

>

>   = _____

>

> From: Rotary = motors in aircraft [mailto:flyrotary@lancaironline.net] =

> On Behalf Of = sboese

> Sent: Monday, July 13, 2009 6:24 = PM

> To: Rotary motors in aircraft

> Subject: [FlyRotary] cold switch and = injector backup mode

>

> This weekend I had a chance to make some observations concerning the

> previous discussion on the use of the = cold switch and the injector

> backup mode on my EC2 used with a = 13B.

>

> 

>

> When idling, turning on the cold switch = results in all four injectors

> delivering fuel at the pulse width that = was used by the primary

> injectors before the cold switch was = turned on.

>

> Below staging manifold pressure, cold = start doubles fuel flow by

> turning on both sets of injectors, = effectively canceling staging.

>

> 

>

> When idling, turning on the cold switch = results in the staging data

> bit changing from indicating operation = at MAP below the staging

> threshold to operation above the staging threshold even though the MAP is very low.

>

> When staging is canceled by the cold = start switch, it is indicated on

> the

> EM-2

>

> 

>

> With the cold switch on, gradually = increasing MAP results in a

> gradually increasing injector pulse = width from idle to full throttle

> with no discontinuity when the staging = threshold is crossed.

>

> Cold start has no effect on the fuel = delivery after the normal staging

> point has been = reached.

>

> 

>

> Turning off the power to either the = primary or secondary injectors has

> no effect on the pulse width applied to = the injectors or the status of

> the staging data = bit.

>

> The injector disable does not work above = the staging point.  If you

> kill one set above the staging manifold = pressure, you will just be

> running on one set at the normal pulse width.  This will result in

> only half power or less available = anywhere above the staging point manifold pressure.

>

> This does not sound like the way I had = previously understood the

> injector disable to work.  Are you = sure you have it wired correctly?

>

> 

>

> Based on the above observations, it = appears that the EC2 does not need

> to know whether or not power is being = sent to the injectors. 

> Regardless of the MAP at the time, = turning on the cold switch results

> in the EC2 operating with all four = injectors as if the MAP was above

> the staging threshold but with a pulse = width appropriate for only two injectors being = used.

>

> 

>

> My statements below concerning the cold = switch position appear to be

> in error.  The position of the Cold = Switch is not one of the things

> contained in the data log captured from = the EC2 so that piece of data

> was from my memory which is poor at = best.  Sorry Bob.

>

> 

>

> I probably should have maintained the = "Avoid reading.." subject line.

>

> 

>

> Steve Boese

>

> 

>

>

>

>

> From:

>

> Steven Boese = <sboese@uwyo.edu>

>

>

> Subject:

>

> RE: [FlyRotary] Re: Below = staging

>

>

> Date:

>

> Mon, 6 Jul 2009 00:24:28 = -0600

>

>

> To:

>

> "'Rotary motors in aircraft'" = <flyrotary@lancaironline.net>

>

>  <http://lancaironline.net/lists/flyrotary/Message/46928-H.txt> =

> Message = Header

>

>  <http://lancaironline.net/lists/flyrotary/Message/46928-P.txt> =

> Undecoded = Message

>

>

>

> Bob,

>

> In contrast to when the primary injector = power is off, when the

> secondary injectors are turned off and = the cold switch on, the EC2

> indicates staging is taking place = normally at the staging threshold,

> in my case at about 20 inches MAP. The = engine doesn't go lean after

> staging is indicated, however. When = idling with the secondary

> injectors turned off and the cold switch = on, the EC2 indicates no

> staging has taken place. Of course, what = the EC2's staging data bit is

> telling the outside world and what The = EC2 is actually doing may be

> two different = things.

>

> Steve Boese

>

> 

>

>

 

 

--

N93BD - Rotary Powered BD-4 - = http://www.bob-white.com

3.8 Hours Total Time and = holding

Cables for your rotary installation - http://roblinstores.com/

 

--

Homepage:  = http://www.flyrotary.com/

Archive and UnSub:   http://mail.lancaironline.net:81/lists/flyrotary/List.html



__________ Information from ESET NOD32 Antivirus, version of virus = signature database 3267 (20080714) __________

The message was checked by ESET NOD32 Antivirus.

http://www.eset.com

------=_NextPart_000_0012_01CA0470.459102A0--