|
You've probably already thought of
this, but a quick & dirty is to swap them between rotors and
re-fly the test.
On 5/9/2017 6:39 PM, Bobby J. Hughes wrote:
Thanks
Alex. A flow test may be needed. Bobby
From:
Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net]
Sent: Tuesday, May 09, 2017 5:58 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: F/A and EGT data
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,
On Tue, May 9, 2017 at 5:23 PM, William
Jepson <flyrotary@lancaironline.net>
wrote:
Bobby, While being 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 belt driven supercharger? Or have you
gone turbo?
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 think it’s safer to
match F/A for each rotor under the most
demanding conditions. For me that’s 38-40”
MP and 7000 rpm. But I can’t explain the
inflight EGT changes just by twisting the
mixture knob? I would expect the EGT spread
would remain almost the same. I’m suspecting
one of the 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 but 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 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.
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
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