----- Original Message -----
Sent: Wednesday, February 09, 2005 1:07
PM
Subject: [FlyRotary] To Paul SOme
diagnosis thoughts was Re: [FlyRotary] Re: Microtech EFI and Tuning
Hi Paul,
I've just been thinking. (A most dangerous
exercise for me @ 4:30 am in the morning!). As I mentioned
previously, I don't think the "fan out" had anything to do with the ECU
itself. Reading your posts, it looks like you have got a bit of a
handle on tuning anyway, with mention of running the aircraft up
against your van, and fiddling with the mixture while watching the EGT
etc. I assume you have disabled the rev limiter function on the
Microtech??
From what you tell me, it looks like it's a
nightmare to remove the engine. Seeing you have flown successfully for
over 9 hours already, then the engine obviously has sufficient
grunt to keep the aircraft airbourne. Probably a waste of time &
money getting this engione dyno'd.
So if you are having another engine assembled
with high comp rotors, I'd wait until then. There is no reason why
you couldn't leave the engine plate on the engine though. From what I
have seen, the plate is mounted onto the frame with just 4
mounts?? If you find a friendly engine dyno place, then do get the
new engine dyno'd. You will then know exactly how many BHP the engine
has at what RPM, and can then probably get the prop size right first
go, and as a bonus, you will have the confience in knowing that
the mixtures are correct.
Anyway, back to the present
conundrum. Many many years ago, when teaching me to diagonse
engine faults, an old mentor once said to me that if an engine has
approximately the right amount of fuel, and a decent fat spark at
approximately the right time, then an engine will run and produce a
reasonable amount of power - unless there is something mechanical wrong with
the engine itself.
Rotaries are particularly forgiving in that they
will run on a pretty wide mixture range, and are relatively insensitive
to timing, (except under boosted conditions), and there are only
three basic things that will kill a rotary mechanically - loss of oil (I can
see Rusty nodding his head!), loss of coolant, or swallowing
something solid.
The trick is to now systematically work down
through your "fan out" episode to see why it quit. Whatever you
do, DON'T jump to any conclusions. Assume nothing, and check
everything. Have you tried to start it since? Will it run??
Basically, when I have a problem like this, the first thing I
check is ignition, (because it's easy, and immediately eliminates
50% of the options if I get a jolt from a coil lead!!).
I know this might sound facile, but
obviously if there is no spark, you go and find out why. A blown
fuse, dud relay, loose wire somewhere, faulty switch
etc. If you do have spark, then the problem is most likely fuel
supply. Fuel tank selector first (My mate Ed turned his RV into a
glider one time simply because he didn't have any fuel in one of his
tanks!).
I also know of a certain experienced aerobatic
pilot over here who is now in a wheelchair because he didn't have the
fuel selector positively set to the correct tank. The selector was half
way between tanks, and while it had enough fuel supply to do the
"run-up", it didn't flow enough fuel for WOT at take-off.
The ineveitable, happened, the engine quit around 200 ft, he tried
to turn back, it stalled and fell on it's tail, and he's now in a
wheelchair. He also totalled a really nice aircraft.
If there IS fuel in the tank
(yeah, yeah, ... I know, I know, ... but it's REALLY
easy to check, and it HAS happened before - remember the
historic Boeing 307 Stratoliner that became a submarine in Elliot
Bay Seattle?? - so even the pros are not immune to this!!), and the tank
selector is correctly selected, then filters, then water in the fuel, then fuel pressure, tank
vents, crimped hoses etc. It's a bit
like a game of 20 questions (Ever played "Animal, Vegetable or
Mineral"??). The Name of this game is "Igniton, Fuel, or
Mechanical". You try to eliminate about half of the causes at each
step, commencing with the easiest options.
So don't give up on the EFI just yet. I can
tell you that having played with carburettors for 30+ years, I prefer
EFI anyday. It's a mindset thing. Carburettors also have their
downsides, and are subject to all the same fuel supply issues as
EFI. (Fuel quality, water in the fuel, filters, pumps,
lines, tanks etc) One major one that is a rarity with EFI is
flooding. Ask poor Ken Welter. "Kentucky Fried" his Coot to a
crisp some time ago.
Anyway, that's my little velvet bag full of
Downunder pearls for today.
Cheers,
Leon
----- Original Message -----
Sent: Thursday, February 10, 2005 2:12
AM
Subject: [FlyRotary] Re: To Paul Re:
[FlyRotary] Re: Microtech EFI and Tuning
Hi, Leon thanks for taking the time to go into
such detail (as is customary for you) regarding suggestions for tuning my
engine, etc. I took no offense with your comments. I would
never be upset that someone is looking out for me. Removing the
engine, coils, ECU, handset, exhaust, etc would be labor intensive, as the
coils are mounted on the firewall, the wiring for the ignition and handset
go all the way from the firewall to the instrument panel in a narrow center
console that took hours to "snake" the wires through, (engine is in the
rear, and panel is in the front on a pusher) the handset is
hard-mounted to the instrument panel, and the engine is mounted with an
aluminum plate sandwiched between the oil pan and block, so removal would
require reassembling the pan, shortening the oil pickup tube so that I could
install the pan without the 1/2" thick aluminum spacer, my water pump has
-16 AN fittings welded to it, so the dyno tuner could not use radiator
hoses, and a host of other tasks, which while not impossible, are very time
consuming to say the least. I would gladly pay a lot of money for
someone to do it on site. (mobile tuners).
As far as the fuel
tank debris is concerned, that is a well known fact amongst the canard
community. I am fortunate that my fuel strakes are different from
other fiberglass canards, in that they are already completely formed by the
factory, (a top and bottom), with fuel tank openings already installed prior
to installing them, so there is no drilling, sanding or fabricating, just
glassing the top and bottom together on the fuselage, and that is all done
on the outside of the fuel tanks. I still, however check my fuel filter
screen, just in case. So far, nothing.
Thanks again for all
of your valued input and suggestions. I have not totally given up on
the MicroTech....just considering my alternatives, and as they say, it costs
nothing to do your homework. Yes, I was lucky to get the aircraft (and
myself) safely back to Earth in one piece. I don't care to repeat that
excercise any time soon....I am going to pull the spark plugs today and take
a good look at them, and start my trouble shooting expedition. Take
care, and thanks again for your valued input. Hey....if you'd like a
mini vacation in the states, we'd be happy to put you up and buy you steak
and lobster....
Paul, I'm so
confused, Conner
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