X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fed1rmmtao105.cox.net ([68.230.241.41] verified) by logan.com (CommuniGate Pro SMTP 5.3c3) with ESMTP id 4001272 for flyrotary@lancaironline.net; Thu, 03 Dec 2009 18:34:49 -0500 Received-SPF: none receiver=logan.com; client-ip=68.230.241.41; envelope-from=alventures@cox.net Received: from fed1rmimpo02.cox.net ([70.169.32.72]) by fed1rmmtao105.cox.net (InterMail vM.8.00.01.00 201-2244-105-20090324) with ESMTP id <20091203233413.GZUH12229.fed1rmmtao105.cox.net@fed1rmimpo02.cox.net> for ; Thu, 3 Dec 2009 18:34:13 -0500 Received: from BigAl ([72.192.141.69]) by fed1rmimpo02.cox.net with bizsmtp id CnaC1d00R1W2PoQ04naC83; Thu, 03 Dec 2009 18:34:12 -0500 X-VR-Score: 120.00 X-Authority-Analysis: v=1.1 cv=hBBxVKrpT8NIO1i2+E6jIs4z/JDusIBXnpwMe9ND0ls= c=1 sm=1 a=AHNJx2YsDbIA:10 a=X4y9SBka+FAc+vv68blzUg==:17 a=kviXuzpPAAAA:8 a=Ia-xEzejAAAA:8 a=VXQ9fFqNYwlw3z6S3jEA:9 a=vy_-7QrcT-TvGqk-heEA:7 a=YIoAA6ZGHArUgXK8CzaBOKQax98A:4 a=4vB-4DCPJfMA:10 a=EzXvWhQp4_cA:10 a=Y2VNeNrzAAAA:8 a=yMhMjlubAAAA:8 a=TW66zc2HAAAA:8 a=SSmOFEACAAAA:8 a=HQ31llbKAAAA:8 a=4p58KJ8gr0ihbQy1NwgA:9 a=efCFqAhjr-aiFkIqk2oA:7 a=fqB9Tsd_VtXnnySOEYN7jXOE0c0A:4 a=ZHUsY8zHUz0Vp2Os_2YA:9 a=UENqzrcIPdHyCehrNV5vzY07KacA:4 a=1Vq_FK4TplAA:10 a=51nItO4Ekp-e_3z1jNwA:9 a=-93pMeS6MN3XyhS5bu-x0K5xD4QA:4 a=9SQSOrgtHGne4zT3sTkA:9 a=X4y9SBka+FAc+vv68blzUg==:117 X-CM-Score: 0.00 From: "Al Gietzen" To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] MAP sensor restrictions - Al G. Date: Thu, 3 Dec 2009 15:34:49 -0800 Message-ID: MIME-Version: 1.0 Content-Type: multipart/related; boundary="----=_NextPart_000_0003_01CA742E.26C51BD0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6856 Thread-Index: Acp0QLlbeVeFebLjTWKjVZWYSGnEwwAL9o0g X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 Importance: Normal In-Reply-To: This is a multi-part message in MIME format. ------=_NextPart_000_0003_01CA742E.26C51BD0 Content-Type: multipart/alternative; boundary="----=_NextPart_001_0004_01CA742E.26C51BD0" ------=_NextPart_001_0004_01CA742E.26C51BD0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable =20 Below is an old post from Al G about restricting the MAP pickups. Al, and others who may done this: Did you put the vacuum restriction = closest to intake and then in series the accumulator closest to EC2/3? =20 The accumulator volume goes between the manifold and the restriction - = think of it as a sort of 'spring' that can push and pull against the = restriction without affecting things on the other side. =20 Did this require any more fine tuning of your MAP table? =20 I guess so - I retuned so many times after putting that in as I was = having table corruption problems. =20 Al =20 Or has MAP restriction/dampening become unnecessary due to latest EC2 SW with low-RPM/high-MAP split in the EC2 table? Any comments? Jeff=20 =20 From: "Al Gietzen" Subject: Manifold vacuum gage Date: Mon, 22 Sep 2008 08:56:41 -0800 To: "Rotary motors in aircraft" Message Header = Undecoded Message John; That's essentially what I did, except I used epoxy instead of solder, = and used a .050 wire to form the orifice. Then used a fuel filter as an accumulator. It improved the idle of the engine. =20 I had also found that using the un-damped MAP signal for the pressure-referenced fuel pressure regulator caused rapid pulsations in = the fuel pressure. I don't know that this affected engine operation in any = way, but decided it could an unknown stressing factor on the fuel system. = Using the damped MAP signal eliminated that phenomenon. All of this is influenced by the location of the MAP measuring ports. = Mine is picked up relatively close to the ports (about 6") and would likely = have stronger pulse than if picked up in an air box at the far end of long runners.=20 Al G. =20 ------=_NextPart_001_0004_01CA742E.26C51BD0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

 

Below is an old post from Al G about restricting the MAP = pickups.

Al, and others who may done this: Did you put the vacuum restriction = closest to intake and then in series the accumulator closest to = EC2/3?

 

The = accumulator volume goes between the manifold and the restriction – think of = it as a sort of ‘spring’ that can push and pull against the = restriction without affecting things on the other side.

 

Did this require any more fine tuning of your MAP table?

 

I guess so = – I retuned so many times after putting that in as I was having table corruption problems.

 

Al

 

Or has MAP restriction/dampening become unnecessary due to latest EC2 SW = with low-RPM/high-MAP split in the EC2 table?

Any comments?

Jeff

 

From:

"Al Gietzen" = <ALVentures@cox.net>

Subject:

Manifold vacuum gage

Date:

Mon, 22 Sep 2008 08:56:41 -0800

To:

"Rotary motors in aircraft" <flyrotary@lancaironline.net>

3D"Message

3D"Undecoded

John;

 That’s essentially what I did, except = I used epoxy instead of solder, and used a .050 wire to form the orifice. = Then used a fuel filter as an accumulator.  It improved the idle of the engine. 

 I had also found that using the un-damped = MAP signal for the pressure-referenced fuel pressure regulator caused = rapid pulsations in the fuel pressure.  I don’t know that this = affected engine operation in any way, but decided it could an unknown stressing = factor on the fuel system.  Using the damped MAP signal eliminated that phenomenon.

 All of this is influenced by the location = of the MAP measuring ports.  Mine is picked up relatively close to the = ports (about 6”) and would likely have stronger pulse than if picked = up in an air box at the far end of long runners.

 Al G.

 

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