X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-bk0-f52.google.com ([209.85.214.52] verified) by logan.com (CommuniGate Pro SMTP 5.4.5) with ESMTPS id 5565466 for flyrotary@lancaironline.net; Tue, 29 May 2012 09:31:03 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.214.52; envelope-from=msteitle@gmail.com Received: by bkcjc3 with SMTP id jc3so3068979bkc.25 for ; Tue, 29 May 2012 06:30:27 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20120113; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; bh=v5Yof7/o2fwRVzv6tjePnbe95bfH5oB5LLWas0NMhXg=; b=AHWyotOnD+uSvdj5xDHtrahD3OD+EDZpZpKte2DgD11dzp4wkVVUVLLdXfy9knYd/9 X+ADbb7CCXq6D+XW9t2dmd6dT+iSZmNEQEmFy3dTmNdvuYuQ3aLkIZelbKq/LOmnuK5A cOE2Z5vkS+JTqMLUbw8BvQYbuqRHMBOu7KV22QrZWaaatHdjQYFelcTLRhSprjEz20yd meytSbK2Z8FZbFm96Dv5udXatF8bPUHBVc26yEOgdhpSnuUBxSwRrLfD/u8WFyE1PyXL qjNYPJl/He5G0PF5pa0Jv1CruBrv5B/ytD0OtpuOjmxoQucDbFtCvUX2YssQ26iUVffG l6SQ== MIME-Version: 1.0 Received: by 10.205.118.9 with SMTP id fo9mr6111051bkc.58.1338298227119; Tue, 29 May 2012 06:30:27 -0700 (PDT) Received: by 10.204.97.194 with HTTP; Tue, 29 May 2012 06:30:27 -0700 (PDT) In-Reply-To: References: Date: Tue, 29 May 2012 08:30:27 -0500 Message-ID: Subject: Re: [FlyRotary] Re: Injector balancing From: Mark Steitle To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=000e0ce0d2f06e566a04c12cd6e8 --000e0ce0d2f06e566a04c12cd6e8 Content-Type: text/plain; charset=ISO-8859-1 Hi Ed, The fuel lines are dash 8 for supply and dash 6 for the return. The dash 8 first feeds the primary fuel rail, first #1 rotor, then #2, and third to #3. It then loops back and picks up the three secondary injectors in reverse order (#3, #2, & #1). From there the dash 6 line returns unused fuel to the pressure regulator and finally back to the tank. I'm running two of the RWS pumps. Thanks, Mark On Mon, May 28, 2012 at 10:28 PM, Ed Anderson wrote: > ** > Mark, > > In addition, to what Steve suggested - What size are your fuel lines, what > fuel pressure do you normally see and is the number 1 primary injector the > first or the last position (from the pump input end) on your fuel rail? > > Ed > > *From:* Mark Steitle > *Sent:* Monday, May 28, 2012 9:38 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 > 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 injectors. > Primary injectors share a common fuel rail and are positioned close to the > engine, between throttle plate and rotor face. Secondary injectors are > located ahead of the throttle plates. As this is a p-port engine, it has > three 1-bbl TB's, located very 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, > evidenced 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. Just today I was able to get it to run normally with balanced EGT's by > adjusting 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 > 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 abnormalities > 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 be > concerned with? > > Thanks, > Mark > > > No virus found in this message. > Checked by AVG - www.avg.com > Version: 2012.0.2176 / Virus Database: 2425/5029 - Release Date: 05/28/12 > --000e0ce0d2f06e566a04c12cd6e8 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable Hi Ed,

The fuel lines are dash 8 for supply and dash 6 f= or the return. =A0The dash 8 first feeds the primary fuel rail, first #1 ro= tor, then #2, and third to #3. =A0It then loops back and picks up the three= secondary injectors in reverse order (#3, #2, & #1). =A0From there the= dash 6 line returns unused fuel to the pressure regulator and finally back= to the tank. =A0I'm running two of the RWS pumps. =A0

Thanks,
Mark

On Mon, May 28, 2012 at 10:28 PM, Ed Anderson <eanderson@carolin= a.rr.com> wrote:
Mark,
=A0
In addition, to what Steve suggested - What size = are your=20 fuel lines, what fuel pressure do you normally see and is the number 1 prim= ary=20 injector the first or the last position (from the pump input end) on your f= uel=20 rail?
=A0
Ed

Sent: Monday, May 28, 2012 9:38 PM
To: Rotary motors in aircraft <= /div>
Subject: [FlyRotary] Injector balancing

I'm in a bit of a=A0dilemma and though= t I would put this out=20 here for the group to ponder. =A0=20

First, this is a p-ported 3-rotor, running RWS EC-2 and psru. =A0I'= ;m=20 running 460cc Mazda primary injectors and 60lb Deka IV secondary injectors.= =20 =A0Primary injectors share a common fuel rail and are positioned close to t= he=20 engine, between throttle plate and rotor face. =A0Secondary injectors are= =20 located ahead of the throttle plates. =A0As this is a p-port engine, it has= =20 three 1-bbl TB's, located very close to the engine. =A0Engine will idle= down=20 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 R= PM,=20 evidenced by obvious reduced power, very low EGT's on rotor #1, change = in=20 exhaust tone, a dark residue in the #1 exhaust port and dark spark plugs on= #1.=20 =A0Just today I was able to get it to run normally with balanced EGT's = by=20 adjusting Mode 4, but I had to go full CCW with the program knob to= =20 achieve this. =A0(Mode 4 & 5 adjust similar to Mode 1) =A0Now it runs= =20 well mid-range and the dropped #1 rotor is happily firing away. =A0I still= =20 have some tuning to do, but after adjusting Mode 4, I can now move forward = with=20 that. =A0=A0

To date I have tried the following:
=A0 1. =A0Performed a compression check - OK
=A0 2. =A0Swapped primary injector with #3 - no change
=A0 3. =A0Swapped coils with #3 - no change
=A0 4. =A0Replaced spark plugs - no change, except initially it ran=20 better until the plug fouled
=A0 5. =A0Checked plug wires with ohm meter - checked good
=A0 6. =A0Sent EC-2 to Tracy for latest s/w and checkout - no=20 abnormalities found, latest s/w installed
=A0 7. =A0Checked secondary injectors for leakage - none seen

Can anyone suggest a reason why the #1 primary injector runs extremely= rich=20 when set to the factory default setting? =A0Is this something to be concern= ed=20 with?

Thanks,
Mark
=A0=A0

No virus found in this=20 message.
Checked by AVG - www.avg.com
Version: 2012.0.2176 / Virus=20 Database: 2425/5029 - Release Date: 05/28/12


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