Return-Path: <13brv3@bellsouth.net> Received: from [205.152.59.73] (HELO imf25aec.bellsouth.net) by logan.com (CommuniGate Pro SMTP 4.1b9) with ESMTP id 2473806 for flyrotary@lancaironline.net; Sun, 13 Jul 2003 20:35:34 -0400 Received: from rad ([68.212.15.177]) by imf25aec.bellsouth.net (InterMail vM.5.01.05.27 201-253-122-126-127-20021220) with ESMTP id <20030714003532.RSUA14360.imf25aec.bellsouth.net@rad> for ; Sun, 13 Jul 2003 20:35:32 -0400 From: "Russell Duffy" <13brv3@bellsouth.net> To: "Flyrotary List" Subject: 2nd and 3rd run logs Date: Sun, 13 Jul 2003 19:35:35 -0500 Message-ID: <000001c3499f$d7575b40$0201a8c0@rad> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0001_01C34975.EE815340" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.4510 Importance: Normal X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C34975.EE815340 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Greetings, =20 I'm pasting in my log entry for today that covers the 2nd and 3rd engine runs. Can someone please confirm the following: =20 At low power, if you turn off the primary injector, is the engine = supposed to quit? =20 =20 Thanks, =20 Rusty Turbo 13B powered RV-3 (experimental aircraft)...Be Afraid :-) 1993 RX-7 R1... Not stock, carry bail money :-) =20 =20 =20 7-13-03 / 10 hours / 1202 total =20 Got in two engine runs today. The first one showed that I had two persistent oil leaks. I now HATE Earl's fittings. The engine started = fine, then got rougher as it got warm. Turning off the primary now causes the engine to quit, just as if you turned off all the fuel. In fact, you = can see the AFR go from rich, to nothing in just a second or so. Turning = off the secondary doesn't do anything. Even with the mixture full lean, the = AFR meter shows very rich. I tried lowering the Mode 3 injector flow, but = that didn't get me anything. I ended up setting that back to normal. Also, = the tach still doesn't work, and neither does my optical tach, or a program = on the Ipaq called RPM from Sound. Maybe I'm just imagining that it's = running. =20 After the first run, I took the EC-2 connector apart, and started ohming every connection to make sure it was right. I found one wire that I connected to the wrong place. Great connection, but wrong place, so no points. It was the "mixture control voltage" wire that goes from the = EC-2 pin 26, to the PCM pin 15. I put it on pin 12 of the PCM originally. Anyway, I got that fixed, tightened the POS Earls fittings, and tried putting a small cap between the tach signal (Rotor 2 leading ignition trigger) and the tach. As you can tell, I'm getting desperate. =20 =20 Run two proved that the mixture knob does do something after all. = Hooking up the wire helped that part of it. There's no change in the primary secondary switch behavior though. From looking at Tracy's instructions, = it appears that he compensates for the loss of a pair of injectors by = turning on the cold start function, which doubles the fuel. Since the primaries = are the only ones working at low power, when you turn them off, the engine SHOULD quit, no matter how much to try to double the fuel. Must confirm this, but it seems like it's normal, though it sure didn't work that way Friday. Of course all bets are off when you have bad connections and a miss-run wire. I checked the timing at about 2500 rpm, and found it to = be around 0 degrees, or TDC. I adjusted the CAS for about 19 degrees, = figuring that it will advance 4 degrees at high power. The engine is running = very well at 2500 rpm and above. I mean spooky smooth. I'm afraid to run it = too high at home, for fear of it getting away from me, so I'll wait until I = get to the airport, have the wings attached, and can be at the controls. = Even at 3000 rpm (the optical tach was working some now) it seems VERY = strong. I just can't believe the power it seems to have. =20 =20 The engine lopes at lower rpm, below about 2000 rpm, and won't run below about 1500 or so. I haven't tried to do anything with the air bleeds on = the throttle body, so maybe that will help. I'm pretty sure it's just a = tuning issue though. =20 =20 The best news of all- no more leaks! If I confirm that the engine is supposed to quit at low power when you turn off the primary injectors, = I'll be clear for departure to the airport. =20 =20 =20 ------=_NextPart_000_0001_01C34975.EE815340 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Greetings,

 

I’m pasting in my log entry for today that = covers the 2nd and 3rd engine runs.  Can someone please = confirm the following:

 

At low power, if you turn off the primary injector, = is the engine supposed to quit?  

 

Thanks,

 

Rusty

Turbo 13B powered RV-3 (experimental aircraft)...Be = Afraid :-)

1993 RX-7 R1... Not stock, carry bail money = :-)

 

 

 

7-13-03  /  10 = hours  /  1202 total

 

Got in two engine runs today.  The first one = showed that I had two persistent oil leaks.  I now HATE Earl’s fittings.  The engine started fine, then got rougher as it got = warm.  Turning off the primary now causes the engine to quit, just as if you = turned off all the fuel.  In fact, you can see the AFR go from rich, to = nothing in just a second or so.  Turning off the secondary doesn’t do anything.  Even with the mixture full lean, the AFR meter shows = very rich.  I tried lowering the Mode 3 injector flow, but that = didn’t get me anything.  I ended up setting that back to normal.  Also, = the tach still doesn’t work, and neither does my optical tach, or a program = on the Ipaq called RPM from Sound.  Maybe I’m just imagining that = it’s running.    

 

After the first run, I took the EC-2 connector apart, = and started ohming every connection to make sure it was right.  I found = one wire that I connected to the wrong place.  Great connection, but = wrong place, so no points. It was the “mixture control voltage” = wire that goes from the EC-2 pin 26, to the PCM pin 15.  I put it on pin 12 = of the PCM originally.  Anyway, I got that fixed, tightened the POS Earls fittings, and tried putting a small cap between the tach signal (Rotor 2 leading ignition trigger) and the tach.  As you can tell, I’m getting desperate. 

 

Run two proved that the mixture knob does do = something after all.  Hooking up the wire helped that part of it.  = There’s no change in the primary secondary switch behavior though.  From = looking at Tracy’s instructions, it appears that he compensates for the loss of a pair of injectors by turning on the cold start function, which doubles the = fuel.  Since the primaries are the only ones working at low power, when you = turn them off, the engine SHOULD quit, no matter how much to try to double the fuel.  Must confirm this, but it seems like it’s normal, = though it sure didn’t work that way Friday.  Of course all bets are off = when you have bad connections and a miss-run wire.  I checked the timing = at about 2500 rpm, and found it to be around 0 degrees, or TDC.  I = adjusted the CAS for about 19 degrees, figuring that it will advance 4 degrees at = high power.  The engine is running very well at 2500 rpm and = above.  I mean spooky smooth.  I’m afraid to run it too high at home, = for fear of it getting away from me, so I’ll wait until I get to the = airport, have the wings attached, and can be at the controls.  Even at 3000 rpm = (the optical tach was working some now) it seems VERY strong.  I just = can’t believe the power it seems to have. 

 

The engine lopes at lower rpm, below about 2000 rpm, = and won’t run below about 1500 or so.  I haven’t tried to do anything = with the air bleeds on the throttle body, so maybe that will help.  = I’m pretty sure it’s just a tuning issue though.  =

 

The best news of all- no more leaks!  If I = confirm that the engine is supposed to quit at low power when you turn off the = primary injectors, I’ll be clear for departure to the airport.  =

 

 

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