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Dave,
I don’t have any problems with the extra work involved
in installing the switches. If I had an issue with extra work I would have
installed a Lyc and been flying 6 years ago. My reasons for not installing them
were:
1) Added complexity - if it isnt there it cant fail and
wont be a source of operator error.
2) My personal approach is to not mess with distractions
in flight when dealing with a problem. I want to be focused on flying the
airplane.
I figured that there were other ways of dealing with the
troubleshooting/testing issues in initial setup on the ground. In my
installation is very easy to disable one set or the other on the ground for
troubleshooting. Ed's comment notwithstanding, I believe injector failure to be
a very rare event (hope I didn’t just jinx myself). So I am still of the opinion
that I'm better off without them. But that’s just my opinion.
Mike
Sent: Wednesday, March 17, 2010 1:34 PM
Subject: [FlyRotary] Re: Injector Select Switch [FlyRotary] Re:
Civil Discourse was : [FlyRotary] Re: Ut-Oh...
Mike,
Having flown about half my hours without those switches, and the other half
with them, I can tell you that I am glad I went to the extra trouble installing
them. Not because I have experienced an injector failure, but because they
have helped me trouble shoot a number of other problems (including the problem
caused by installing the switches in the first place - an loose connection in
one of the switches.
Beside just failure of the injector itself, there are a number of other
issues were having the switches available in flight could save you, for
example, from having to land on a road. One injector could become clogged
(open or closed) by a single piece of debris, or one of the crimps or fuses or
wires leading to one of them could become compromised.
Just don't shut them both off while at low altitude....
On Tue, Mar 16, 2010 at 7:21 PM, Mike Wills <rv-4mike@cox.net>
wrote:
Ed,
1) Have you ever had an injector failure that required
this?
2) There were a number of occasions during initial
debug when it was helpful to disable injector pairs. It was easy enough to do
this by pulling power where they were plugged into the essential bus. Not as
convenient as flipping a switch, but I don’t anticipate having to mess with it
ever again.
3) Are your supply lines to your injectors
fused? If not, why not? If they do short in flight how do you know to
turn off the switches?
4) I turn off the fuel pump to kill the engine. I
suppose this does leave a possibility of a little fuel in the chamber? Not
sure there is any reason for concern?
Mike Wills
Sent: Tuesday, March 16, 2010 6:30 AM
Subject: [FlyRotary] Injector Select Switch [FlyRotary] Re: Civil
Discourse was : [FlyRotary] Re: Ut-Oh...
I also find the
“Injector Select” switches useful for several purposes, Rino.
1. If a problem
with one injector of a pair occurs, I can turn that pair off and fly home on
the remaining pair.
2. They are
great for trouble shooting injector problems by permitting you to choose which
pair will be on without question.
3. In the highly
unlikely (but possible) event that a power wire to a pair should short to
ground, you can turn the power off to that pair.
4. I also use them to
turn off the engine – that ensures no residue fuel in the
housings.
But, if not
wired correctly they can cause a new installation some puzzling problems
{:>) and they do add another component and we know components can fail –
although if sized properly for the correct current and installing quality
switches and wire correct the failure in one will not take you down and the
likelihood of both failing at the same time is rather
remote.
But, once again, you
can certainly fly without them – I just find them very
useful.
My
0.02
Ed
From: Rotary
motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Rino
Sent: Tuesday, March 16, 2010 8:05
AM
To: Rotary motors in
aircraft
Subject: [FlyRotary]
Re: Civil Discourse was : [FlyRotary] Re: Ut-Oh...
I find the "injector
failure Switches" convenient during the warmup to test the operation of the
injectors just like the primary and seconday plugs
test.
----- Original
Message -----
Sent: Tuesday, March
16, 2010 1:23 AM
Subject: [FlyRotary] Re:
Civil Discourse was : [FlyRotary] Re: Ut-Oh...
I chose not to
implement the "injector failure switches". I don’t know if there are any
statistics on it, but I suspect injector failure is an extremely
rare occurrence. On the other hand if one did fail I'd rather fly the
plane and troubleshoot the problem after I'm on the ground. But that’s
part of the advantage in going the Experimental route - build it the way you
want it.
Sent: Monday, March
15, 2010 8:47 AM
Subject: [FlyRotary] Re:
Civil Discourse was : [FlyRotary] Re:
Ut-Oh...
In the event of a
primary or secondary injector failure, the affected injector set can be
switched off and the cold start switch used to richen up the remaining
injectors. This as per Tracy's instructions. I haven't tried this, and hope
I never have to in the heat of battle, but there it is.
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