X-Virus-Scanned: clean according to Sophos on Logan.com From: "alex" Received: from mail-ua0-f178.google.com ([209.85.217.178] verified) by logan.com (CommuniGate Pro SMTP 6.2c3) with ESMTPS id 9737706 for flyrotary@lancaironline.net; Tue, 09 May 2017 17:58:12 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.217.178; envelope-from=alex.molteno@gmail.com Received: by mail-ua0-f178.google.com with SMTP id e28so16014248uah.0 for ; Tue, 09 May 2017 14:58:13 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20161025; h=mime-version:in-reply-to:references:from:date:message-id:subject:to; bh=pR2dyqu3rvhd2Fv8iPIEAmZWZi0n8wGCZZriP8JHBEI=; b=In2qzDLl3MAyxuopV31b4KtyjbiLV1Askk6ivjlofNyeE8yLFlTsBjnZOowaIaqmEV t6cRFv5FNhza0hyS1b7nD06em6VRBG440+id50do8+p58q7Ocq2WAsYR03G/2t4qY+nI CeOvUFr5gw8LnJsEL/O1+Gtr/NFM2l31eboTbULOwU/QJlDvsHTv4iQCnWpFoXQLCaWf 5h6g6tBxkjd4yzN7c3lafwM5MV/nNdF+oLGWVPk/W2E/cXESc4Prt5zwIRhh9kb1BLnO U1eqtpJ1kWC+88EqhQp8pVEBuUx/6TfRmmN8VbgxSC3HMztMu2p4zpJ/OUEJDuvTRkPc 2XeA== X-Google-DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:in-reply-to:references:from:date :message-id:subject:to; bh=pR2dyqu3rvhd2Fv8iPIEAmZWZi0n8wGCZZriP8JHBEI=; b=giPhAUJwG6UhiqBJWkBKmFVDR0tXc7IseCoh5BdXWAGdEXnwdDZOJTqbDlSoXKDKFu IyhSVw1aC2HAW8GcbAhVf6m+hWhXu/cAeUeMUQhXixz+5+d6lDVoewUXJFSNd3JxdaVo BjkwLIbEqDYtezBjFUVuwktpNKFT6tTHbE5GFxxszp3bWfkE5YrdU19TkRKkZQ+YikzS Nb45q6hHUW7AA2Ydcmgu21Ao/Hog4ueiIw+cHwzl92fNur7CCA8PEnliqtx989XVbnuW hWLMiaELAqHJpUJ9ZWMimcfp5xHU/Scipi9A7m9qr0Pba14k0S+0i2lfcWqClyFl5rk2 3CNw== X-Gm-Message-State: AODbwcDRM7f0y9OSeoteQx8iEdXaL3QcYwtTUM4G2gvRWW5JfJWRqF1s Yqg+Qiw5RT83lHfQXGka0PMes0qpUg== X-Received: by 10.176.64.193 with SMTP id i59mr1268274uad.60.1494367075341; Tue, 09 May 2017 14:57:55 -0700 (PDT) MIME-Version: 1.0 Received: by 10.176.4.12 with HTTP; Tue, 9 May 2017 14:57:34 -0700 (PDT) In-Reply-To: References: Date: Tue, 9 May 2017 17:57:34 -0400 Message-ID: Subject: Re: [FlyRotary] Re: F/A and EGT data To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=94eb2c047af4b0992b054f1e725e --94eb2c047af4b0992b054f1e725e Content-Type: text/plain; charset=UTF-8 Content-Transfer-Encoding: quoted-printable Bobby, if you decide to have your injectors cleaned and flow tested, Matt Boiteau had good luck with www.Injector-rehab.com, mine have just gone in a week ago for the same treatment, Alex Molteno On Tue, May 9, 2017 at 5:23 PM, William Jepson wrote: > Bobby, While being under boost does change the intake side a bit ports an= d > manifolds do have some effect. Exhaust systems have more effect. Are you > still running the belt driven supercharger? Or have you gone turbo? > Bill > > On Tue, May 9, 2017 at 10:36 AM, Bobby J. Hughes < > flyrotary@lancaironline.net> wrote: > >> Bill / Jeff, >> >> >> >> In a normally aspirated engine I would agree. However under boost I thin= k >> it=E2=80=99s safer to match F/A for each rotor under the most demanding >> conditions. For me that=E2=80=99s 38-40=E2=80=9D MP and 7000 rpm. But I= can=E2=80=99t explain the >> inflight EGT changes just by twisting the mixture knob? I would expect t= he >> EGT spread would remain almost the same. I=E2=80=99m suspecting one of t= he >> injectors is not behaving properly. >> >> >> >> *MP* >> >> *RPM* >> >> *F/A- Combined* >> >> *F/A Rotor 1* >> >> *EGT Rotor 1* >> >> *F/A Rotor 2* >> >> *EGT Rotor 2* >> >> *EGT Spread* >> >> *Condition* >> >> *31.0* >> >> *5200* >> >> *13.4* >> >> >> >> *1524* >> >> >> >> *1587* >> >> *63* >> >> *Flight* >> >> *31.3* >> >> *5200* >> >> *15.7* >> >> >> >> *1543* >> >> >> >> *1558* >> >> *15* >> >> *Flight* >> >> *31.2* >> >> *5200* >> >> *13.2* >> >> >> >> *1525* >> >> >> >> *1592* >> >> *67* >> >> *Flight* >> >> >> >> MP and RPM with constant speed prop were steady for this test. Fuel Map >> table address being used were stable. Some bouncing between two adjacent >> addresses with similar programmed values. Slower airspeed at 15.7 F/A bu= t >> the constant speed prop maintains the target rpm. >> >> >> >> Bobby >> >> >> >> >> >> *From:* Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] >> *Sent:* Tuesday, May 09, 2017 1:11 PM >> *To:* Rotary motors in aircraft >> *Subject:* [FlyRotary] Re: F/A and EGT data >> >> >> >> Bobby, I agree with Jeff. Since there are ALWAYS minor variances in the >> intake, porting, exhaust lengths, or even the actual bends of the exhaus= t >> 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 >> wrote: >> >> From memory, reading the EC2 Manual it states that rotor balancing shoul= d >> be performed at your preferred cruise rpm as it will remain balanced ove= r 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 >> Subject: F/A and EGT data >> Date: Tue, 9 May 2017 10:12:07 -0500 >> To: Rotary motors in aircraft >> >> I recently purchased a two channel portable wideband O2 system and >> installed bungs and plugs on each exhaust runner. I also have a downstre= am >> 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. Wha= t >> am I missing? >> >> Bobby Hughes >> This message, and the documents attached hereto, is intended only for th= e >> addressee and may contain privileged or confidential information. Any >> unauthorized disclosure is strictly prohibited. If you have received thi= s >> message in error, please notify us immediately so that we may correct ou= r >> internal records. Please then delete the original message. Thank you. >> >> -- >> Homepage: http://www.flyrotary.com/ >> Archive and UnSub: http://mail.lancaironline.net >> :81/lists/flyrotary/List.html >> >> >> > > --94eb2c047af4b0992b054f1e725e Content-Type: text/html; charset=UTF-8 Content-Transfer-Encoding: quoted-printable
Bobby, if you decide to have your injectors cleaned and fl= ow tested, Matt Boiteau had good luck with www.Injector-rehab.com, mine have just gone in a week ago for= the same treatment,

Alex Molteno

On Tue, May 9, 2017 at 5:23= PM, William Jepson <flyrotary@lancaironline.net> = wrote:
Bobby, While bein= g under boost does change the intake side a bit ports and manifolds do have= some effect. Exhaust systems have more effect. Are you still running the b= elt driven supercharger? Or have you gone turbo?
Bill=C2=A0
=

On Tue, May 9, 2017 at 10:36 AM, Bobby J. Hughes <flyrotary@lancaironline.net> wrote:

Bill / Jeff,=

=C2=A0<= /span>

In a normally a= spirated engine I would agree. However under boost I think it=E2=80=99s saf= er to match F/A for each rotor under the most demanding conditions.=C2=A0 F= or me that=E2=80=99s 38-40=E2=80=9D MP and 7000 rpm. But I can=E2=80=99t ex= plain the inflight EGT changes just by twisting the mixture knob? I would e= xpect the EGT spread would remain almost the same. I=E2=80=99m suspecting o= ne of the injectors is not behaving properly.

=C2=A0<= td width=3D"87" nowrap valign=3D"bottom" style=3D"width:65.0pt;border:solid= windowtext 1.0pt;padding:0in 5.4pt 0in 5.4pt;height:15.0pt">

MP

<= td width=3D"75" nowrap valign=3D"bottom" style=3D"width:56.0pt;border-top:n= one;border-left:none;border-bottom:solid windowtext 1.0pt;border-right:soli= d windowtext 1.0pt;padding:0in 5.4pt 0in 5.4pt;height:15.0pt">

5200

RPM

F/A- Combined<= /u>

F/A Rotor 1

EGT Rotor 1<= /u>

F/A Rotor 2

EGT Rotor 2

EGT Spread=

Condition

31.0<= /u>

5200

13.4

=C2=A0

1524

=C2=A0

1587=

63

Flight

31.3

15.7

=C2=A0

<= span style=3D"font-size:11.0pt;font-family:"Calibri","sans-s= erif"">1543

=C2=A0

= 1558

15=

Flight

31.2

5200

<= b>13.2

=C2=A0

1525

=C2=A0

1592

67<= /u>

Flight

=C2=A0

= MP and RPM with constant speed prop were steady for this test. Fuel Map tab= le address being used were stable. Some bouncing between two adjacent addre= sses with similar programmed values. Slower airspeed at 15.7 F/A but the co= nstant speed prop maintains the target rpm.

=C2=A0

=

Bobby

=C2=A0=

=C2=A0<= u>

From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
= Sent: Tuesday, May 09, 2017 1:11 PM
To: Rotary motor= s in aircraft
Subject: [FlyRotary] Re: F/A and EGT data=

=C2=A0

Bobby, I= agree with Jeff. Since there are ALWAYS minor variances in the intake, por= ting, exhaust lengths, or even the actual bends of the exhaust it is unlike= ly that you will remain synced up across the range. I talked to Ross Farnha= m at SDSEFI and he commented that was why he put tune on the fly ability fo= r individual cylinders / rotors into his EFI.

Bill Jepson

=C2=A0

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

From memory, reading the EC2 Manual it sta= tes that rotor balancing should be performed at your preferred cruise rpm a= s 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:=C2=A0 =C2=A0Bobby J. Hu= ghes <f= lyrotary@lancaironline.net>
Subject:=C2=A0 =C2=A0 =C2=A0 =C2=A0 F= /A and EGT data
Date:=C2=A0 =C2=A0Tue, 9 May 2017 10:12:07 -0500
To:= =C2=A0 =C2=A0 =C2=A0Rotary motors in aircraft <flyrotary@lancaironline.net>=

I recently purchased a two channel=C2=A0 portable wideband O2 syste= m and installed bungs and plugs on each exhaust runner. I also have a downs= tream wideband that I have been using for several years. I was able to spen= d a very productive hour ground tuning and adjusting Mode 4 injector balanc= e prior to my flight yesterday from Austin to Akron OH. I'm not sure wh= at to make of the F/A EGT spread data I collect during yesterday's flig= ht.

During the ground tuning session I balanced rotor 1 to match rot= or 2 using F/A ratios for takeoff condition. This produced very close EGT r= eadings. However at my preferred cruise settings I'm seeing a large EGT= spread. I would expect a consistent EGT ratio change when adjusting the mi= xture knob at a steady rpm / MP.=C2=A0 This appears not to be the case. Wha= t am I missing?

Bobby Hughes
This message, and the documents atta= ched hereto, is intended only for the addressee and may contain privileged = or confidential information. Any unauthorized disclosure is strictly prohib= ited. If you have received this message in error, please notify us immediat= ely so that we may correct our internal records. Please then delete the ori= ginal message. Thank you.

--
Homepage:=C2=A0 http://www.flyrotary.com/
Archiv= e and UnSub:=C2=A0 =C2=A0http://mail.lancaironline.net:8= 1/lists/flyrotary/List.html

=C2=A0



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