X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from willowsprings.uwyo.edu ([129.72.10.31] verified) by logan.com (CommuniGate Pro SMTP 5.4.5) with ESMTPS id 5564666 for flyrotary@lancaironline.net; Mon, 28 May 2012 22:30:10 -0400 Received-SPF: none receiver=logan.com; client-ip=129.72.10.31; envelope-from=SBoese@uwyo.edu Received: from ponyexpress-ht4.uwyo.edu (extlb.uwyo.edu [172.26.4.4]) by willowsprings.uwyo.edu (8.14.4/8.14.4) with ESMTP id q4T2TQ4Z019072 (version=TLSv1/SSLv3 cipher=AES128-SHA bits=128 verify=FAIL) for ; Mon, 28 May 2012 20:29:32 -0600 (MDT) (envelope-from SBoese@uwyo.edu) Received: from ponyexpress-m10.uwyo.edu ([fe80::60dd:cb9e:6f71:3d48]) by ponyexpress-ht4.uwyo.edu ([fe80::8de7:b225:a85b:d0ee%13]) with mapi id 14.01.0339.001; Mon, 28 May 2012 20:29:28 -0600 From: "Steven W. Boese" To: Rotary motors in aircraft Subject: RE: [FlyRotary] Injector balancing Thread-Topic: [FlyRotary] Injector balancing Thread-Index: AQHNPTvcn+gX9bbJQkuIXiHHBD0FepbgBkeY Date: Tue, 29 May 2012 02:29:27 +0000 Message-ID: <3E8191F276108F4481AB0721BBA9269E05C4B644@ponyexpress-m10.uwyo.edu> References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: x-originating-ip: [75.220.141.172] Content-Type: multipart/alternative; boundary="_000_3E8191F276108F4481AB0721BBA9269E05C4B644ponyexpressm10u_" MIME-Version: 1.0 --_000_3E8191F276108F4481AB0721BBA9269E05C4B644ponyexpressm10u_ Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Mark, It would seem to me that there are two possibilities: One is that rotor 1 = is getting too much fuel at low to mid range or that rotor 1 is not getting= as much air as the other rotors under these conditions. To test the first possibility, one could disconnect the secondary injectors= and observe the pulse width to the primary injectors to verify that they a= re the same. From the work you have done already, it seems unlikely that t= his would be the problem. To test the second possibility, you could verify the synchronization of the= throttle bodies, exchange the rotor 1 throttle body with one of the other= s, verify that the port timing of rotor 1 is the same as the others, and ve= rify that the exhaust back pressures at the exhaust ports are consistent. If the versatility of the EC2 allows you to compensate, the concern may be = minimal, but there must be a reason for what is going on. FWIW, Steve Boese RV6A, 1986 13B NA, RD1A, EC2 ________________________________ From: Rotary motors in aircraft [flyrotary@lancaironline.net] on behalf of = Mark Steitle [msteitle@gmail.com] Sent: Monday, May 28, 2012 7:38 PM To: Rotary motors in aircraft Subject: [FlyRotary] Injector balancing I'm in a bit of a dilemma and thought I would put this out here for the gro= up to ponder. First, this is a p-ported 3-rotor, running RWS EC-2 and psru. I'm running = 460cc Mazda primary injectors and 60lb Deka IV secondary injectors. Primar= y injectors share a common fuel rail and are positioned close to the engine= , between throttle plate and rotor face. Secondary injectors are located a= head of the throttle plates. As this is a p-port engine, it has three 1-bb= l TB's, located very close to the engine. Engine will idle down to 800 - 9= 00 rpm, but I normally idle it around 1500 - 1600 rpm. The problem is this, the #1 rotor cuts out at low to mid-range RPM, evidenc= ed by obvious reduced power, very low EGT's on rotor #1, change in exhaust = tone, a dark residue in the #1 exhaust port and dark spark plugs on #1. Ju= st today I was able to get it to run normally with balanced EGT's by adjust= ing Mode 4, but I had to go full CCW with the program knob to achieve this.= (Mode 4 & 5 adjust similar to Mode 1) Now it runs well mid-range and the= dropped #1 rotor is happily firing away. I still have some tuning to do, = but after adjusting Mode 4, I can now move forward with that. To date I have tried the following: 1. Performed a compression check - OK 2. Swapped primary injector with #3 - no change 3. Swapped coils with #3 - no change 4. Replaced spark plugs - no change, except initially it ran better unti= l the plug fouled 5. Checked plug wires with ohm meter - checked good 6. Sent EC-2 to Tracy for latest s/w and checkout - no abnormalities fou= nd, latest s/w installed 7. Checked secondary injectors for leakage - none seen Can anyone suggest a reason why the #1 primary injector runs extremely rich= when set to the factory default setting? Is this something to be concerne= d with? Thanks, Mark --_000_3E8191F276108F4481AB0721BBA9269E05C4B644ponyexpressm10u_ Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Mark,

 

It would seem to me that there are two possibilities:  One is that = rotor 1 is getting too much fuel at low to mid range or that rotor 1 is not= getting as much air as the other rotors under these conditions. 

To test the first possibility, one could disconnect the secondary inject= ors and observe the pulse width to the primary injectors to verify that the= y are the same.  From the work you have done already, it seems unlikel= y that this would be the problem. 

To test the second possibility, you could verify the synchronization of = the throttle bodies,  exchange the rotor 1 throttle body with one of t= he others, verify that the port timing of rotor 1 is the same as the others= , and verify that the exhaust back pressures at the exhaust ports are consistent.

 

If the versatility of the EC2 allows you to compensat= e, the concern may be minimal, but there must be a reason for what is going= on.

 

FWIW,

 

Steve Boese
RV6A, 1986 13B NA, RD1A<= /a>, EC2

 

 

From: Rotary motors in aircraft [flyrotary= @lancaironline.net] on behalf of Mark Steitle [msteitle@gmail.com]
Sent: Monday, May 28, 2012 7:38 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Injector balancing

I'm in a bit of a dilemma and thought I would put this out here f= or the group to ponder.  

First, this is a p-ported 3-rotor, running RWS EC-2 and psru.  I'= m running 460cc Mazda primary injectors and 60lb Deka IV secondary injector= s.  Primary injectors share a common fuel rail and are positioned clos= e to the engine, between throttle plate and rotor face.  Secondary injectors are located ahead of the throttle pl= ates.  As this is a p-port engine, it has three 1-bbl TB's, located ve= ry close to the engine.  Engine will idle down to 800 - 900 rpm, but I= normally idle it around 1500 - 1600 rpm.

The problem is this, the #1 rotor cuts out at low to mid-range RPM, ev= idenced by obvious reduced power, very low EGT's on rotor #1, change in exh= aust tone, a dark residue in the #1 exhaust port and dark spark plugs on #1= .  Just today I was able to get it to run normally with balanced EGT's by adjusting Mode 4, but I had to g= o full CCW with the program knob to achieve this.  (Mode 4 &= ; 5 adjust similar to Mode 1)  Now it runs well mid-range and the drop= ped #1 rotor is happily firing away.  I still have some tuning to do, but after adjusting Mode 4, I can now move forward= with that.   

To date I have tried the following:
  1.  Performed a compression check - OK
  2.  Swapped primary injector with #3 - no change
  3.  Swapped coils with #3 - no change
  4.  Replaced spark plugs - no change, except initially it = ran better until the plug fouled
  5.  Checked plug wires with ohm meter - checked good
  6.  Sent EC-2 to Tracy for latest s/w and checkout - no ab= normalities found, latest s/w installed
  7.  Checked secondary injectors for leakage - none seen

Can anyone suggest a reason why the #1 primary injector runs extremely= rich when set to the factory default setting?  Is this something to b= e concerned with?

Thanks,
Mark
  
--_000_3E8191F276108F4481AB0721BBA9269E05C4B644ponyexpressm10u_--