X-Virus-Scanned: clean according to Sophos on Logan.com From: Received: from omr-m003e.mx.aol.com ([204.29.186.3] verified) by logan.com (CommuniGate Pro SMTP 6.2c3) with ESMTPS id 9738225 for flyrotary@lancaironline.net; Wed, 10 May 2017 02:12:45 -0400 Received-SPF: pass receiver=logan.com; client-ip=204.29.186.3; envelope-from=Lehanover@aol.com Received: from mtaomg-mad01.mx.aol.com (mtaomg-mad01.mx.aol.com [172.26.221.207]) by omr-m003e.mx.aol.com (Outbound Mail Relay) with ESMTP id 01AB03800096 for ; Wed, 10 May 2017 02:12:28 -0400 (EDT) Received: from core-mdb06c.mail.aol.com (core-mdb06.mail.aol.com [172.27.97.6]) by mtaomg-mad01.mx.aol.com (OMAG/Core Interface) with ESMTP id B300638000081 for ; Wed, 10 May 2017 02:12:27 -0400 (EDT) Full-name: Lehanover Message-ID: <123bfe.775af6e0.4644094b@aol.com> Date: Wed, 10 May 2017 02:12:27 -0400 Subject: Re: [FlyRotary] Re: F/A and EGT data To: flyrotary@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_123bfe.775af6e0.4644094b_boundary" X-Mailer: AOL 9.8 sub 2019 X-Originating-IP: [74.140.100.99] x-aol-global-disposition: G DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=mx.aol.com; s=20150623; t=1494396747; bh=GzLGZ5T+Pa3YM8ewRHccIk0BCsJqCVljotSgeM/8GMk=; h=From:To:Subject:Message-ID:Date:MIME-Version:Content-Type; b=kps+aU/26wTJSAvieeuvW3sWLRtXidOVmkdKupCEL6ZT40tUTAGBLBFxbP9P5wC6H HR63aX0pTeBE89CLG5lpGTPvFCCz88SzN4rdTMvyyRzdsj76vGwPoQy53YD483yCQw JbgUUHnbhgZ1nSyTxpEMns2Lr5AFhQMY6oqaXXMM= x-aol-sid: 3039ac1addcf5912af4b5855 --part1_123bfe.775af6e0.4644094b_boundary Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en Swap the injectors to see if the temps follow the injectors or stay with= =20 the housings.=20 =20 Lynn E. Hanover =20 =20 =20 =20 In a message dated 5/9/2017 7:34:08 P.M. Eastern Daylight Time, =20 flyrotary@lancaironline.net writes: =20 Bill,=20 Running the supercharger. Part of this effort is to document EGT=E2=80=99= s a=20 different F/A ratios and MP=E2=80=99s. Part of my turbo planning to keep= the EGT=E2=80=99s=20 below 1600F. =20 Bobby=20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]=20 Sent: Tuesday, May 09, 2017 5:24 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: F/A and EGT data=20 =20 Bobby, While being under boost does change the intake side a bit ports an= d=20 manifolds do have some effect. Exhaust systems have more effect. Are you= =20 still running the belt driven supercharger? Or have you gone turbo?=20 =20 Bill=20 =20 =20 On Tue, May 9, 2017 at 10:36 AM, Bobby J. Hughes=20 <_flyrotary@lancaironline.net_ (mailto:flyrotary@lancaironline.net) > wrot= e:=20 =20 =20 Bill / Jeff,=20 In a normally aspirated engine I would agree. However under boost I think= =20 it=E2=80=99s safer to match F/A for each rotor under the most demanding= conditions.=20 For me that=E2=80=99s 38-40=E2=80=9D MP and 7000 rpm. But I can=E2=80=99= t explain the inflight=20 EGT changes just by twisting the mixture knob? I would expect the EGT spr= ead=20 would remain almost the same. I=E2=80=99m suspecting one of the injectors= is not=20 behaving properly. =20 MP =20 RPM =20 F/A- Combined =20 F/A Rotor 1 =20 EGT Rotor 1 =20 F/A Rotor 2 =20 EGT Rotor 2 =20 EGT Spread =20 Condition =20 31.0 =20 5200 =20 13.4 =20 1524 =20 1587 =20 63 =20 Flight =20 31.3 =20 5200 =20 15.7 =20 1543 =20 1558 =20 15 =20 Flight =20 31.2 =20 5200 =20 13.2 =20 1525 =20 1592 =20 67 =20 Flight=20 MP and RPM with constant speed prop were steady for this test. Fuel Map= =20 table address being used were stable. Some bouncing between two adjacent= =20 addresses with similar programmed values. Slower airspeed at 15.7 F/A but= the=20 constant speed prop maintains the target rpm. =20 Bobby=20 From: Rotary motors in aircraft [mailto:_flyrotary@lancaironline.net_=20 (mailto:flyrotary@lancaironline.net) ]=20 Sent: Tuesday, May 09, 2017 1:11 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: F/A and EGT data=20 =20 =20 =20 Bobby, I agree with Jeff. Since there are ALWAYS minor variances in the= =20 intake, porting, exhaust lengths, or even the actual bends of the exhaust= it=20 is unlikely that you will remain synced up across the range. I talked to= =20 Ross Farnham at SDSEFI and he commented that was why he put tune on the= fly=20 ability for individual cylinders / rotors into his EFI.=20 =20 Bill Jepson =20 =20 On Tue, May 9, 2017 at 8:44 AM, Jeff Whaley <_flyrotary@lancaironline.net= _=20 (mailto:flyrotary@lancaironline.net) > wrote:=20 From memory, reading the EC2 Manual it states that rotor balancing should= =20 be performed at your preferred cruise rpm as it will remain balanced over= a=20 very narrow range. I'm sure you know: Static and in-flight engine=20 performance will not be the same, regardless if the RPMs and MPs are matc= hed. Jeff From: Bobby J. Hughes <_flyrotary@lancaironline.net_=20 (mailto: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_=20 (mailto:flyrotary@lancaironline.net) > I recently purchased a two channel portable wideband O2 system and=20 installed bungs and plugs on each exhaust runner. I also have a downstrea= m=20 wideband that I have been using for several years. I was able to spend a= very=20 productive hour ground tuning and adjusting Mode 4 injector balance prior= to=20 my flight yesterday from Austin to Akron OH. I'm not sure what to make of= =20 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 usin= g=20 F/A ratios for takeoff condition. This produced very close EGT readings.= =20 However at my preferred cruise settings I'm seeing a large EGT spread. I= =20 would expect a consistent EGT ratio change when adjusting the mixture kno= b at=20 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= =20 addressee and may contain privileged or confidential information. Any=20 unauthorized disclosure is strictly prohibited. If you have received this= =20 message in error, please notify us immediately so that we may correct our= =20 internal records. Please then delete the original message. Thank you. -- Homepage: http://www.flyrotary.com/ Archive and UnSub: =20 http://mail.lancaironline.net:81/lists/flyrotary/List.html --part1_123bfe.775af6e0.4644094b_boundary Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en
Swap the injectors to see if the temps follow the injectors or stay= with=20 the housings. 
 
 Lynn E. Hanover
 
 
 
In a message dated 5/9/2017 7:34:08 P.M. Eastern Daylight Time,=20 flyrotary@lancaironline.net writes:

Bill,

 

Running=20 the supercharger. Part of this effort is to document EGT=E2=80=99s a dif= ferent F/A=20 ratios and MP=E2=80=99s. Part of my turbo planning to keep the EGT=E2=80= =99s below 1600F.=20

 

Bobby

 

From: Rotary mo= tors in=20 aircraft [mailto:flyrotary@lancaironline.net]
Sent: Tuesday,= May=20 09, 2017 5:24 PM
To: Rotary motors in aircraft
Subject:<= /B>=20 [FlyRotary] Re: F/A and EGT data

 

Bobby, While being under boost does change the inta= ke side=20 a bit ports and manifolds do have some effect. Exhaust systems have more= =20 effect. Are you still running the belt driven supercharger? Or have you= gone=20 turbo?

Bill 

 

On Tue, May 9, 2017 at 10:36 AM, Bobby J. Hughes &l= t;flyrotary@lancaironline.net> wrote:

Bill=20 / Jeff,

 

In=20 a normally aspirated engine I would agree. However under boost I think= it=E2=80=99s=20 safer to match F/A for each rotor under the most demanding conditions.&n= bsp;=20 For me that=E2=80=99s 38-40=E2=80=9D MP and 7000 rpm. But I can=E2=80=99= t explain the inflight EGT=20 changes just by twisting the mixture knob? I would expect the EGT spread= would=20 remain almost the same. I=E2=80=99m suspecting one of the injectors is= not behaving=20 properly.

 

MP

RPM

F/A-=20 Combined

F/A=20 Rotor 1

EGT=20 Rotor 1

F/A=20 Rotor 2

EGT=20 Rotor 2

EGT=20 Spread

Condition

31.0

5200

13.4

 

1524

 

1587

63

Flight

31.3

5200

15.7

&nb= sp;

154= 3

&nb= sp;

155= 8

15

Flight

31.2

5200

13.2

 

1525

 

1592

67

Flight

 

MP=20 and RPM with constant speed prop were steady for this test. Fuel Map tab= le=20 address being used were stable. Some bouncing between two adjacent addre= sses=20 with similar programmed values. Slower airspeed at 15.7 F/A but the cons= tant=20 speed prop maintains the target rpm.

 

Bobby

 

 

From: Rotary mo= tors in=20 aircraft [mailto:flyrotary@lancaironline.net]
Sent: Tuesda= y, May=20 09, 2017 1:11 PM
To: Rotary motors in aircraft
Subject:<= /B>=20 [FlyRotary] Re: F/A and EGT data

 

Bobby,= I agree=20 with Jeff. Since there are ALWAYS minor variances in the intake, porting= ,=20 exhaust lengths, or even the actual bends of the exhaust it is unlikely= that=20 you will remain synced up across the range. I talked to Ross Farnham at= SDSEFI=20 and he commented that was why he put tune on the fly ability for individ= ual=20 cylinders / rotors into his EFI.

Bill=20 Jepson

 

On Tue,= May 9,=20 2017 at 8:44 AM, Jeff Whaley <flyrotary@lancaironline.net> wrote:

From mem= ory,=20 reading the EC2 Manual it states that rotor balancing should be performe= d at=20 your preferred cruise rpm as it will remain balanced over a very narrow= range.=20 I'm sure you know: Static and in-flight engine performance will not be= the=20 same, regardless if the RPMs and MPs are matched.
Jeff

From:&n= bsp;=20  Bobby J. Hughes <flyrotary@lancaironline.net>
Subject:  &n= bsp;=20     F/A and EGT data
Date:   Tue, 9 May 2017 10:1= 2:07=20 -0500
To:     Rotary motors in aircraft <flyrotary@lancaironline.net>

I recently pu= rchased=20 a two channel  portable wideband O2 system and installed bungs and= plugs=20 on each exhaust runner. I also have a downstream wideband that I have be= en=20 using for several years. I was able to spend a very productive hour grou= nd=20 tuning and adjusting Mode 4 injector balance prior to my flight yesterda= y from=20 Austin to Akron OH. I'm not sure what to make of the F/A EGT spread data= I=20 collect during yesterday's flight.

During the ground tuning sessi= on I=20 balanced rotor 1 to match rotor 2 using F/A ratios for takeoff condition= . This=20 produced very close EGT readings. However at my preferred cruise setting= s I'm=20 seeing a large EGT spread. I would expect a consistent EGT ratio change= when=20 adjusting the mixture knob at a steady rpm / MP.  This appears not= to be=20 the case. What am I missing?

Bobby Hughes
This message, and th= e=20 documents attached hereto, is intended only for the addressee and may co= ntain=20 privileged or confidential information. Any unauthorized disclosure is= =20 strictly prohibited. If you have received this message in error, please= notify=20 us immediately so that we may correct our internal records. Please then= delete=20 the original message. Thank you.

--
Homepage:  http://www.flyrotary.com/
Archive and UnSub: = ;=20  http://mail.lancaironline.net:81/lists/flyrotary/List.ht= ml

 

 

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