My own experience is that when the cold start switch is
inappropriately selected and the engine is running at medium-hight rpm -
is that the engine does not stop immediately, but starts to bog
down, sloppy sounding exhaust and then eventually dies. But, then I am
using 460 cc/min injectors. I even found that I could fly (keep engine
running) with the cold start on provided I put the manual mixture control
maximum lean and it was still sloppy sounding - if I had 550 cc/min injectors
I doubt that it would have kept running.
My best SWAG given that Tracy found no fault and the
sudden termination of the engine - is either CAS problem or ignition (and it
would have to be an ignition problem that would taken out both sets of spark
producing devices). If CAS then that could account for the sudden
stoppage more so than a misplaced cold start switch in my opinion, but then
distant diagnostics is still an evolving "Art". {:>)
Ed
Sent: Saturday, October 15, 2011 3:32 AM
Subject: [FlyRotary] Re: Bill Eslick's EC2
inspection
Man, I hate that cold start switch ;-)
Dave
Leonard
On Fri, Oct 14, 2011 at 1:02 PM, Tracy
<rwstracy@gmail.com> wrote:
Thought the group would like to hear what i found when I
Finally had a chance to closely examine Bill's EC2. I was hoping to
find a definitive reason behind his sudden and complete loss of power on
takeoff on his last flight.
On powering it up on the bench I found
both A and B controllers Working normally. Bill noted in his report
that in the 'Fly The Plane' situation called for in a power failure
during takeoff he had not tried switching to controller B. It does not
appear that it would have done any good this time.
None of the
parameters were set outside the expected range so no sign of data
corruption. In fact the only thing notable about the data downloaded
from it was the unusually smooth programming of the MAP table. Most of
the time I find units returned for updates with choppy looking data in the
table indicating a lack of care or proper methodology in setting it up.
A and B controllers had identical data.
The PCM was also
returned with the unit so just in case the control panel was the cause I
substituted it for the bench test panel I normally use. Thought I saw
a problem because the injection pulse width was so large that it could well
have caused engine flooding. This was caused by the mixture control
being set fairly high and the cold start switch being in the on position.
This does not prove anything because that could easily have happened
during removal of the panel from the plane or while packing it for shipping.
When the switch and mixture control was returned to normal settings
the injection pulse width returned to normal.
Ran the unit on the
bench for several hours while heating and subjecting it to vibration but
nothing else turned up.
Tracy
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David Leonard
Turbo Rotary RV-6 N4VY
http://N4VY.RotaryRoster.nethttp://RotaryRoster.net