X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from cdptpa-omtalb.mail.rr.com ([75.180.132.120] verified) by logan.com (CommuniGate Pro SMTP 5.4.4) with ESMTP id 5384463 for flyrotary@lancaironline.net; Mon, 06 Feb 2012 07:23:33 -0500 Received-SPF: pass receiver=logan.com; client-ip=75.180.132.120; envelope-from=eanderson@carolina.rr.com Return-Path: X-Authority-Analysis: v=2.0 cv=TqVkdUrh c=1 sm=0 a=g3L/TDsr+eNLfIieSKfGkw==:17 a=E7097C4TxhUA:10 a=arxwEM4EAAAA:8 a=r1ClD_H3AAAA:8 a=3oc9M9_CAAAA:8 a=FNA_GGrP-HollJZWQBcA:9 a=wPNLvfGTeEIA:10 a=U8Ie8EnqySEA:10 a=Ia-xEzejAAAA:8 a=FuC2RYK3EJNCfjjXDHUA:9 a=kIZY6MM4z-IgULxEkFYA:7 a=EzXvWhQp4_cA:10 a=g3L/TDsr+eNLfIieSKfGkw==:117 X-Cloudmark-Score: 0 X-Originating-IP: 174.110.170.10 Received: from [174.110.170.10] ([174.110.170.10:52316] helo=EdPC) by cdptpa-oedge03.mail.rr.com (envelope-from ) (ecelerity 2.2.3.46 r()) with ESMTP id 98/F8-20593-126CF2F4; Mon, 06 Feb 2012 12:22:57 +0000 Message-ID: From: "Ed Anderson" To: "Rotary motors in aircraft" References: In-Reply-To: Subject: Re: [FlyRotary] Upper end tuning Date: Mon, 6 Feb 2012 07:22:54 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0019_01CCE4A0.243ED6A0" X-Priority: 3 X-MSMail-Priority: Normal Importance: Normal X-Mailer: Microsoft Windows Live Mail 14.0.8117.416 X-MimeOLE: Produced By Microsoft MimeOLE V14.0.8117.416 This is a multi-part message in MIME format. ------=_NextPart_000_0019_01CCE4A0.243ED6A0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Two things come to mind. First you mention 22.6" Hg, but at what = altitude? If you were at sea level 22.6" at WOT would clearly imply = impeded airflow -- but, at 8000 MSL then you are doing fine with that = manifold pressure. So depending on you altitude your WOT manifold = pressure should not be much lower say 1/2 - 1" drop (at most). =20 Second, if its not impeded airflow then ignition timing or fuel delivery = comes to mind. You have fiddle with your timing so have you tried = manually enriching the fuel flow at 6100 rpm - just to see if more fuel = =3D more rpm? I presume you have, but you don't' state. A smooth fuel = curve is good, but it should also be of sufficient values to support the = power you are producing at/above 6100 rpm. Ed Edward L. Anderson Anderson Electronic Enterprises LLC 305 Reefton Road Weddington, NC 28104 http://www.andersonee.com http://www.eicommander.com From: bktrub@aol.com=20 Sent: Sunday, February 05, 2012 10:01 PM To: Rotary motors in aircraft=20 Subject: [FlyRotary] Upper end tuning I've got just over 20 hours on my plane today, all of the lower- end = bugs 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 was previously. = I am seeing about a 180 f difference 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 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, that = should not be an issue. Still, I should pull them and have them = re-checked. I may have an issue with the EGT probes themselves.=20 Down below 6100 rpm the engine is smooth as silk, but obviously there = is an issue above that .=20 Brian Trubee RV-4 13 BREW ------=_NextPart_000_0019_01CCE4A0.243ED6A0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Two things come to mind.  First you mention = 22.6" Hg,=20 but at what altitude?  If you were at sea level 22.6" at WOT would = clearly=20 imply impeded airflow -- but, at 8000 MSL then you are doing fine with = that=20 manifold pressure.   So depending on you altitude your WOT = manifold=20 pressure should not be much lower say 1/2 - 1" drop (at most). =20

Second, if its not impeded airflow then ignition timing or fuel = delivery comes to mind.  You have fiddle with your timing so have = you tried=20 manually enriching the fuel flow at 6100 rpm - just to see if more fuel = =3D more=20 rpm?  I presume you have, but you don=92t' state.  A smooth = fuel curve=20 is good, but it should also be of sufficient values to support the power = you are=20 producing at/above 6100 rpm.
 
Ed
 
Edward L. Anderson
Anderson Electronic = Enterprises LLC
305 Reefton Road
Weddington, NC 28104
http://www.andersonee.com
http://www.eicommander.com

Sent: Sunday, February 05, 2012 10:01 PM
Subject: [FlyRotary] Upper end tuning

I've got just over 20 hours on my plane today, all of the lower- = end bugs=20 have been worked out. Right now I'm having power drop off precipitously = right at=20 6100 rpm- 22.6 inches of MP and around 70% power according to the EM2. = This is=20 around 130-140 mph IAS. The fuel injection Map shows a smooth graph at = that=20 point. I thought that there might be a timing issue so I tried advancing = the=20 timing about 2 degrees but that did not change a thing so I set the = timing back=20 where it was previously. I am seeing about a 180 f difference on the two = rotors-=20 I went to mode four to try to balance out the egts, but I could only = effect=20 about a 20 degree change. Rotor 2 consistently shows somewhere above = 1800 F,=20 which I tend to question. I'll re-check my calibration.   I = have had=20 the injectors cleaned and tested so unless one of them got clogged, that = should=20 not be an issue. Still, I should pull them and have them re-checked. I = may have=20 an issue with the EGT probes themselves.
 
 Down below 6100 rpm the engine is smooth as silk, but = obviously there=20 is an issue above that .
 
 
Brian Trubee
RV-4  13 BREW
 
 ------=_NextPart_000_0019_01CCE4A0.243ED6A0--