Mike,
I could not help but wonder that when you
were unsuccessfully attempting to replicate you B controller problem by
switching back and forth - did you also try your ignition check while in B?
You mentioned that you normally made an ignition check with controller B on in preparation
for flight. However, you did not indicate that you were making such a check when
you were trying to duplicate the problem.
IF you did not, then I would suggest that
you again try to duplicate the problem by switching from A to B, but include
the ignition check while in B. Do it a few times and see whether or not B gets
corrupted.
Ed
From: Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On
Behalf Of Mike Wills
Sent: Friday, July 03, 2009 10:59
PM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re:
frustrating couple of days
My staging point is set at 18" which ends up being
around 3300RPM. So far I still havent been able to prove for certain that the
corruption is linked to switching A > B, much less determine that it only
happens above or below the staging point.
All 4 of my injectors are the same - checked them all with
an ohmmeter. They are all of the type that does not require an external
resistor.
----- Original Message -----
Sent: Friday, July 03,
2009 9:13 AM
Subject: [FlyRotary] Re:
frustrating couple of days
Mike,
Is 3000 rpm above your staging point? If
the corruption of the controller only happens when changing from A to B above
the staging point, check to see if one or both secondary injectors have lower
resistance than specified.
Steve Boese
-----Original Message-----
From: Rotary
motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Mike Wills
Sent: Friday, July 03, 2009 9:50 AM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re:
frustrating couple of days
Thanks for the offer and the input.
Swapping my EC into your plane would be a desperation last move due to all of
the hassles involved. And as you say would not necessarily prove anything.
I said it happens when I'm preparing
to fly, but that isnt entirely accurate. It would be more accurate to say that
in the past it has happened only when I have switched to the back-up
controller which usually occurs in prep for flight. This past weekend I
had fired it up and taxied down to EAA for lunch. After lunch I taxied back to
my hangar and prior to shutting down I ran the engine up to about 3000 RPM and
switched to the B controller. The engine died and I had to copy the A program
to B to get it to run on B. Switching to B was the only pre takeoff
checklist item I performed.
I think about the only thing you hit
on here that might be related is heat. But hard to say without more instances
of failure and a way to link cause and effect. On saturday when the engine
quit on B the engine was completely cowled. On sunday when I had the second
instance of an engine quitting on B, the upper cowl was off but the lower was
on. When the staging point was lost the upper was off, lower on. Yesterday
when the engine quit on the first attempt at switching to B the engine was completely
uncowled. Maybe I'll run it up a few more times today uncowled and if it works
OK, try putting the cowl back on and
see if I can induce failure. Doesnt seem likely though that anything under cowl
could cause this sort of problem.
This may all have to wait until Tracy weighs in with his
opinion. I'm not inclined to make drastic changes until I hear from him.
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