X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from willowsprings.uwyo.edu ([129.72.10.31] verified) by logan.com (CommuniGate Pro SMTP 5.4.4) with ESMTPS id 5384187 for flyrotary@lancaironline.net; Sun, 05 Feb 2012 23:50:45 -0500 Received-SPF: none receiver=logan.com; client-ip=129.72.10.31; envelope-from=SBoese@uwyo.edu Received: from ponyexpress-ht3.uwyo.edu (extlb.uwyo.edu [172.26.4.4]) by willowsprings.uwyo.edu (8.14.4/8.14.4) with ESMTP id q164o6vQ007498 (version=TLSv1/SSLv3 cipher=AES128-SHA bits=128 verify=FAIL) for ; Sun, 5 Feb 2012 21:50:07 -0700 (MST) (envelope-from SBoese@uwyo.edu) Received: from ponyexpress-m10.uwyo.edu ([fe80::60dd:cb9e:6f71:3d48]) by ponyexpress-ht3.uwyo.edu ([fe80::4cde:db24:a0a9:ba5%15]) with mapi id 14.01.0339.001; Sun, 5 Feb 2012 21:50:06 -0700 From: "Steven W. Boese" To: Rotary motors in aircraft Subject: RE: [FlyRotary] Upper end tuning Thread-Topic: [FlyRotary] Upper end tuning Thread-Index: AQHM5HuzFetAV3PzkkGCWntDa7DRVJYvS/zy Date: Mon, 6 Feb 2012 04:50:05 +0000 Message-ID: <3E8191F276108F4481AB0721BBA9269E05C25B5D@ponyexpress-m10.uwyo.edu> References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: x-originating-ip: [75.228.240.51] Content-Type: multipart/alternative; boundary="_000_3E8191F276108F4481AB0721BBA9269E05C25B5Dponyexpressm10u_" MIME-Version: 1.0 --_000_3E8191F276108F4481AB0721BBA9269E05C25B5Dponyexpressm10u_ Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Brian, It might be worth trying a new set of spark plugs. Especially if most of t= he 20 hr has been on the same set. Steve Boese RV6A, 1986 13B NA, RD1A, EC2 ________________________________ From: Rotary motors in aircraft [flyrotary@lancaironline.net] on behalf of = bktrub@aol.com [bktrub@aol.com] Sent: Sunday, February 05, 2012 8:01 PM To: Rotary motors in aircraft Subject: [FlyRotary] Upper end tuning I've got just over 20 hours on my plane today, all of the lower- end bugs h= ave been worked out. Right now I'm having power drop off precipitously righ= t at 6100 rpm- 22.6 inches of MP and around 70% power according to the EM2.= This is around 130-140 mph IAS. The fuel injection Map shows a smooth grap= h at that point. I thought that there might be a timing issue so I tried ad= vancing the timing about 2 degrees but that did not change a thing so I set= the timing back where it was previously. I am seeing about a 180 f differe= nce on the two rotors- I went to mode four to try to balance out the egts, = but I could only effect about a 20 degree change. Rotor 2 consistently show= s somewhere above 1800 F, which I tend to question. I'll re-check my calibr= ation. I have had the injectors cleaned and tested so unless one of them = got clogged, that should not be an issue. Still, I should pull them and hav= e them re-checked. I may have an issue with the EGT probes themselves. Down below 6100 rpm the engine is smooth as silk, but obviously there is a= n issue above that . Brian Trubee RV-4 13 BREW --_000_3E8191F276108F4481AB0721BBA9269E05C25B5Dponyexpressm10u_ Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Brian,

It might be worth trying a new set of spark plugs. Especially if m= ost of the 20 hr has been on the same set.

Steve Boese

RV6A, 1986 13B NA, RD1A, EC2

From: Rotary motors in aircraft [flyrotary= @lancaironline.net] on behalf of bktrub@aol.com [bktrub@aol.com]
Sent: Sunday, February 05, 2012 8:01 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Upper end tuning

I've got just over 20 hours on my plane today, all of the lower- end b= ugs have been worked out. Right now I'm having power drop off precipitously= right at 6100 rpm- 22.6 inches of MP and around 70% power according to the= EM2. This is around 130-140 mph IAS. The fuel injection Map shows a smooth graph at that point. I thought = that there might be a timing issue so I tried advancing the timing about 2 = degrees but that did not change a thing so I set the timing back where it w= as previously. I am seeing about a 180 f difference on the two rotors- I went to mode four to try to balanc= e out the egts, but I could only effect about a 20 degree change. Rotor 2 c= onsistently shows somewhere above 1800 F, which I tend to question. I'll re= -check my calibration. I have had the injectors cleaned and tested so unless one of them got clogged, th= at should not be an issue. Still, I should pull them and have them re-check= ed. I may have an issue with the EGT probes themselves.

Down below 6100 rpm the engine is smooth as silk, but obviously = there is an issue above that .

Brian Trubee

RV-4 13 BREW

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