X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from cdptpa-omtalb.mail.rr.com ([75.180.132.123] verified) by logan.com (CommuniGate Pro SMTP 5.2.16) with ESMTP id 3889822 for flyrotary@lancaironline.net; Sun, 18 Oct 2009 07:40:07 -0400 Received-SPF: pass receiver=logan.com; client-ip=75.180.132.123; envelope-from=eanderson@carolina.rr.com Received: from computername ([75.191.186.236]) by cdptpa-omta04.mail.rr.com with ESMTP id <20091018113929340.CWKD13254@cdptpa-omta04.mail.rr.com> for ; Sun, 18 Oct 2009 11:39:29 +0000 From: "Ed Anderson" To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] EC-2 A and B differences Date: Sun, 18 Oct 2009 07:39:34 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_000F_01CA4FC6.23322C10" X-Mailer: Microsoft Office Outlook, Build 11.0.5510 Thread-Index: AcpPnbKyvcq4t6/uRlWGNpoIiK3KVgASAXsQ In-Reply-To: X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 Message-Id: <20091018113929340.CWKD13254@cdptpa-omta04.mail.rr.com> This is a multi-part message in MIME format. ------=_NextPart_000_000F_01CA4FC6.23322C10 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Could you provide more details, Chris. RPM where surging occurs, manifold pressure, staging point, etc. Most of the time if you have a surge it is caused by the engine encountering a leaner region at higher rpm. This causes the engine to die back until it hits a richer region, where it again picks up power and increases rpm into the lean regions, repeat ad infinitum. Here are some possible causes (assuming the A controller is really OK): 1. The A controller may simply have its MCT set too lean at some higher rpm. When you enter the surge region, try enriching your mixture by turning your manual mixture knob to the right. IF this improves or increase the rpm at which the surge occurs then I would suspect a MCT table needs enriching. 2. If the A controller had a restriction in its manifold connection/line then it may not see the increase in manifold pressure (and thereby enrich the fuel mixture) soon enough to make the adjustment and the engine runs lean. 3. One set of your injectors (most likely the secondary) are not turning ON as they should. However, with most engines with near equal size injectors in primary and secondary, the engine should run up to 6000 + rpm on just one pair. 4. Its possible you have some sort of fuel restriction but the fact that it runs OK on the B controller would seem to indicate that is not the problem in this case. Here's a couple of other things you might try 1. Try setting your "A" controller's MCT back to the Default settings and see if that helps (check your manual on how to do this) 2. Make sure the temperature probe for Controller A is not accidentally getting grounded. The A controller will run without the temp probe connected, but not certain what problem it may see if it is grounded. Best to check to make certain. Let us know how it goes Ed Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://www.andersonee.com http://www.dmack.net/mazda/index.html http://www.flyrotary.com/ http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.rotaryaviation.com/Rotorhead%20Truth.htm _____ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Chris and Terria Sent: Saturday, October 17, 2009 10:49 PM To: Rotary motors in aircraft Subject: [FlyRotary] EC-2 A and B differences I am still trying to get the engine to run smooth. It has been surging on me. With fuel pressure steady, the mixture and the RPM jump around a lot (I haven't started taking exact readings yet, still trying to reduce/eliminate surging). Today I tried swapping around the vacuum lines, and as an afterthought, I selected the B controller, and the engine smoother out, and RPM jumped up considerably. So I am wondering what the difference is between the two. What are the extra things that A looks at that B doesn't? This will help me figure out a troubleshooting procedure. Maybe I can isolate the faulty component. I looked through the EC-2 manual and couldn't find anything listed. Maybe I missed it. Chris __________ Information from ESET NOD32 Antivirus, version of virus signature database 3267 (20080714) __________ The message was checked by ESET NOD32 Antivirus. http://www.eset.com ------=_NextPart_000_000F_01CA4FC6.23322C10 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Could you provide more details, Chris.  RPM where surging occurs, manifold pressure, staging point, = etc.

 

Most of the time if you have a = surge it is caused by the engine encountering a leaner region at higher rpm.  = This causes the engine to die back until it hits a richer region, where it = again picks up power and increases rpm into the lean regions, repeat ad = infinitum.

Here are some possible causes = (assuming the A controller is really OK):

 

 

1.  The A controller may simply have its MCT set too lean at some higher = rpm.  When you enter the surge region, try enriching your mixture by turning = your manual mixture knob to the right.  IF this improves or increase the = rpm at which the surge occurs then I would suspect a MCT table needs = enriching.

 

2.  If the A controller had a restriction in its manifold connection/line = then it may not see the increase in manifold pressure (and thereby enrich the = fuel mixture) soon enough to make the adjustment and the engine runs = lean.

 

 =

3.  One set of your injectors (most likely the secondary) are not turning ON = as they should.  However, with most engines with near equal size = injectors in primary and secondary, the engine should run up to 6000 + rpm on just = one pair.

 

  1. Its possible you have some sort of fuel restriction but the fact that = it runs OK on the B controller would seem to indicate that is not the = problem in this case.

 

 

Here’s a couple of other = things you might try

 

1.       = Try setting your “A” controller’s MCT back = to the Default settings and see if that helps (check your manual on how to do = this)

 

2.       = Make sure the temperature probe for Controller A is not = accidentally getting grounded.  The A controller will run without the temp probe connected, but not certain what problem it may see if it is = grounded.  Best to check to make certain.

 

 =

 

Let us know how it = goes

 

Ed

 

 

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Chris and Terria
Sent: Saturday, October = 17, 2009 10:49 PM
To: Rotary motors in = aircraft
Subject: [FlyRotary] EC-2 = A and B differences

 

I am still trying to get the engine to run smooth.  It has been = surging on me.  With fuel pressure steady, the mixture and the RPM jump around = a lot (I haven’t started taking exact readings yet, still trying to reduce/eliminate surging). 

 

Today I tried swapping around the vacuum lines, and as an afterthought, I = selected the B controller, and the engine smoother out, and RPM jumped up = considerably.

 

So I am wondering what the difference is between the two.  What are = the extra things that A looks at that B doesn’t?  This will help me = figure out a troubleshooting procedure.  Maybe I can isolate the faulty = component.

 

I looked through the EC-2 manual and couldn’t find anything = listed.  Maybe I missed it.

 

Chris



__________ Information from ESET NOD32 Antivirus, version of virus = signature database 3267 (20080714) __________

The message was checked by ESET NOD32 Antivirus.

http://www.eset.com

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