From: "William Jepson" <flyrotary@lancaironline.net>
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Date: Tue, 9 May 2017 10:11:04 -0700
Message-ID: <CAN=mtad-rava0AEpw1jUVu6iotJXv5jZCUs3B2e3LoQKVgF0vQ@mail.gmail.com>
Subject: Re: [FlyRotary] Re: F/A and EGT data
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
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Bobby, I agree with Jeff. Since there are ALWAYS minor variances in the
intake, porting, exhaust lengths, or even the actual bends of the exhaust
it is unlikely that you will remain synced up across the range. I talked to
Ross Farnham at SDSEFI and he commented that was why he put tune on the fly
ability for individual cylinders / rotors into his EFI.
Bill Jepson

On Tue, May 9, 2017 at 8:44 AM, Jeff Whaley <flyrotary@lancaironline.net>
wrote:

> From memory, reading the EC2 Manual it states that rotor balancing should
> be performed at your preferred cruise rpm as it will remain balanced over a
> very narrow range. I'm sure you know: Static and in-flight engine
> performance will not be the same, regardless if the RPMs and MPs are
> matched.
> Jeff
>
> From:   Bobby J. Hughes <flyrotary@lancaironline.net>
> Subject:        F/A and EGT data
> Date:   Tue, 9 May 2017 10:12:07 -0500
> To:     Rotary motors in aircraft <flyrotary@lancaironline.net>
>
> I recently purchased a two channel  portable wideband O2 system and
> installed bungs and plugs on each exhaust runner. I also have a downstream
> wideband that I have been using for several years. I was able to spend a
> very productive hour ground tuning and adjusting Mode 4 injector balance
> prior to my flight yesterday from Austin to Akron OH. I'm not sure what to
> make of the F/A EGT spread data I collect during yesterday's flight.
>
> During the ground tuning session I balanced rotor 1 to match rotor 2 using
> F/A ratios for takeoff condition. This produced very close EGT readings.
> However at my preferred cruise settings I'm seeing a large EGT spread. I
> would expect a consistent EGT ratio change when adjusting the mixture knob
> at a steady rpm / MP.  This appears not to be the case. What am I missing?
>
> Bobby Hughes
> This message, and the documents attached hereto, is intended only for the
> addressee and may contain privileged or confidential information. Any
> unauthorized disclosure is strictly prohibited. If you have received this
> message in error, please notify us immediately so that we may correct our
> internal records. Please then delete the original message. Thank you.
>
> --
> Homepage:  http://www.flyrotary.com/
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> 81/lists/flyrotary/List.html
>

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<div dir=3D"ltr">Bobby, I agree with Jeff. Since there are ALWAYS minor var=
iances in the intake, porting, exhaust lengths, or even the actual bends of=
 the exhaust it is unlikely that you will remain synced up across the range=
. I talked to Ross Farnham at SDSEFI and he commented that was why he put t=
une on the fly ability for individual cylinders / rotors into his EFI.<div>=
Bill Jepson</div></div><div class=3D"gmail_extra"><br><div class=3D"gmail_q=
uote">On Tue, May 9, 2017 at 8:44 AM, Jeff Whaley <span dir=3D"ltr">&lt;<a =
href=3D"mailto:flyrotary@lancaironline.net" target=3D"_blank">flyrotary@lan=
caironline.net</a>&gt;</span> wrote:<br><blockquote class=3D"gmail_quote" s=
tyle=3D"margin:0 0 0 .8ex;border-left:1px #ccc solid;padding-left:1ex">From=
 memory, reading the EC2 Manual it states that rotor balancing should be pe=
rformed at your preferred cruise rpm as it will remain balanced over a very=
 narrow range. I&#39;m sure you know: Static and in-flight engine performan=
ce will not be the same, regardless if the RPMs and MPs are matched.<br>
Jeff<br>
<br>
From:=C2=A0 =C2=A0Bobby J. Hughes &lt;<a href=3D"mailto:flyrotary@lancairon=
line.net">flyrotary@lancaironline.net</a>&gt;<br>
Subject:=C2=A0 =C2=A0 =C2=A0 =C2=A0 F/A and EGT data<br>
Date:=C2=A0 =C2=A0Tue, 9 May 2017 10:12:07 -0500<br>
To:=C2=A0 =C2=A0 =C2=A0Rotary motors in aircraft &lt;<a href=3D"mailto:flyr=
otary@lancaironline.net">flyrotary@lancaironline.net</a>&gt;<br>
<span class=3D""><br>
I recently purchased a two channel=C2=A0 portable wideband O2 system and in=
stalled bungs and plugs on each exhaust runner. I also have a downstream wi=
deband that I have been using for several years. I was able to spend a very=
 productive hour ground tuning and adjusting Mode 4 injector balance prior =
to my flight yesterday from Austin to Akron OH. I&#39;m not sure what to ma=
ke of the F/A EGT spread data I collect during yesterday&#39;s flight.<br>
<br>
During the ground tuning session I balanced rotor 1 to match rotor 2 using =
F/A ratios for takeoff condition. This produced very close EGT readings. Ho=
wever at my preferred cruise settings I&#39;m seeing a large EGT spread. I =
would expect a consistent EGT ratio change when adjusting the mixture knob =
at a steady rpm / MP.=C2=A0 This appears not to be the case. What am I miss=
ing?<br>
<br>
Bobby Hughes<br>
</span>This message, and the documents attached hereto, is intended only fo=
r the addressee and may contain privileged or confidential information. Any=
 unauthorized disclosure is strictly prohibited. If you have received this =
message in error, please notify us immediately so that we may correct our i=
nternal records. Please then delete the original message. Thank you.<br>
<br>
--<br>
Homepage:=C2=A0 <a href=3D"http://www.flyrotary.com/" rel=3D"noreferrer" ta=
rget=3D"_blank">http://www.flyrotary.com/</a><br>
Archive and UnSub:=C2=A0 =C2=A0<a href=3D"http://mail.lancaironline.net:81/=
lists/flyrotary/List.html" rel=3D"noreferrer" target=3D"_blank">http://mail=
.lancaironline.net:<wbr>81/lists/flyrotary/List.html</a><br>
</blockquote></div><br></div>

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