Return-Path: <13brv3@bellsouth.net> Received: from imf22aec.mail.bellsouth.net ([205.152.59.70] verified) by logan.com (CommuniGate Pro SMTP 4.2b1) with ESMTP id 3132274 for flyrotary@lancaironline.net; Sun, 28 Mar 2004 21:08:21 -0500 Received: from rad ([65.0.151.4]) by imf22aec.mail.bellsouth.net (InterMail vM.5.01.06.08 201-253-122-130-108-20031117) with ESMTP id <20040329020819.JIWI1797.imf22aec.mail.bellsouth.net@rad> for ; Sun, 28 Mar 2004 21:08:19 -0500 From: "Russell Duffy" <13brv3@bellsouth.net> To: "Flyrotary List" Subject: No rev-2 flying yet (Tracy, see comments in red) Date: Sun, 28 Mar 2004 20:10:23 -0600 Message-ID: <00b301c41532$fe6115a0$6001a8c0@rad> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_00B4_01C41500.B3C6A5A0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.4510 Importance: Normal X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 This is a multi-part message in MIME format. ------=_NextPart_000_00B4_01C41500.B3C6A5A0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Greetings, =20 The following is some of my log entry for today. Looks like the first = rev-2 flight will happen next weekend (hopefully). =20 Rusty =20 =20 I tried tuning the engine again. The O2 reading is still out to lunch, = but I got it running fairly well, except for a couple issues. From idle, = to full throttle, there is a hesitation. This can be corrected by turning = the mixture a bit richer, but that screws up the idle. Attempts to work out this mixture imbalance failed, partly due to the fact that I can't read = the O2.=20 =20 The other issue is when you chop the throttle from a high setting, to = idle. This is very strange. Say the idle is set at 1900 rpm, and I'm running = at high throttle. When I chop the throttle, the rpm goes low, to around = 1600 and stays there. During this time, the MP is 16.0, and the engine is = very rough. It will stay here forever, but if you turn the mixture knob = about 90 degrees CCW to lean it out, it smoothes out, the rpm increases to 1900, = and the MP drops to 13.0. If you are at a higher throttle setting, and = decrease throttle more slowly, it will come down to 1900 rpm, 13 MP, and smooth. = It also seems like the engine is jumping back and forth between the dual = map ranges, and I believe this false 16" MP reading at the rough, low idle = is from the dual map. I think I even proved that to myself by watching the EM-2 screen that shows EC-2 readings. I've got some work to do on this one, but it's just a tuning issue. =20 =20 Another note for Tracy- turning off the primary injectors makes the EM-2 = rpm double. It makes for an impressive HP figure though :-) Speaking of = HP, mine reads 225 HP at 4900 rpm. Yeah, I wish :-) The down side to = having an engine monitor with so many functions, is that it will take some = serious time to get the thing dialed in. =20 =20 Good news, my old problem of mismatched injectors (primary vs secondary) = is gone. I can now switch off the primaries, and not even be able to tell = that it switched to the secondaries. Gotta love that. =20 =20 After more than an hour of torturing the Lycoming guys, I decided to try hooking up my old air fuel gauge to see if it would read better than the EM-2. I added wires to it, hooked up the power, extended a wire to = reach the O2 sender, and promptly found that the O2 sender was falling apart. = It was screwed into the pipe just fine, but the outer part, the inner = cover, and the element itself were all flopping around independently of each = other, and the main housing. Just a wild guess, but I'm thinking this is bad = :-) I stopped by the auto parts place on the way home, where a busy, and = grumpy (because I couldn't give him a year, make, and model vehicle) guy = produced a single wire Bosch sensor. The one I got was #11051, and seems to be the heavier duty import sensor. The price was $30. There is also a $20 = sensor #12013 that is just like the one that fell apart. I splurged, and paid = the extra $10. I was all ready to order a new FJO wideband unit, and I = still might. =20 =20 Some numbers from the run (cowl off, but rad inlet ducts in place): Oil temp- 165 (max was 185 at full throttle for about 2 minutes) Water temp- 175 (distilled water only so far, max was 190 at full = throttle for about 2 minutes) Water pressure- 25 psi (29 psi cap) Oil pressure- 74 psi at 2000 rpm (seems high, need to check cal) Voltage with alt on- 14.2 V (alt off was 12.3) =20 Max static rpm is 4900 when mixture is at best power. EGT's were in the 1600 range. =20 =20 I also found that my "scat" tubes for the tb inlet were trying to suck themselves shut on the bends. I ordered some "sceet" tubing to correct this. Eventually, I'll make some hard pipes for the bends, if I don't change the arrangement. =20 =20 Finally, I'll try to spend some time this week verifying calibrations on = the EM-2. I have spare senders for most of the functions, and will have to = find a way to simulate pressures. The fuel gauges are in desperate need of = cal. About one more round of tuning, with a functioning O2 meter, and it = should be ready to fly. =20 ------=_NextPart_000_00B4_01C41500.B3C6A5A0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Message

Greetings,

 

The following is some of my log entry for = today. =20 Looks like the first rev-2 flight will happen next weekend=20 (hopefully).

 

Rusty

 

 

I tried tuning the engine again.   The O2 reading is still = out to=20 lunch, but I got it running fairly well, except for a couple = issues.   From idle, to full = throttle, there=20 is a hesitation.  This can = be=20 corrected by turning the mixture a bit richer, but that screws up the = idle.  Attempts to work out this = mixture=20 imbalance failed, partly due to the fact that I can’t read the O2. =

 

The other = issue is when=20 you chop the throttle from a high setting, to idle.  This is very strange.  Say the idle is set at 1900 = rpm, and I’m=20 running at high throttle.  = When I=20 chop the throttle, the rpm goes low, to around 1600 and stays there.  During this time, the MP is = 16.0, and=20 the engine is very rough.  = It will=20 stay here forever, but if you turn the mixture knob about 90 degrees CCW = to lean=20 it out, it smoothes out, the rpm increases to 1900, and the MP drops to=20 13.0.  If you are at a = higher=20 throttle setting, and decrease throttle more slowly, it will come down = to 1900=20 rpm, 13 MP, and smooth.  = It also=20 seems like the engine is jumping back and forth between the dual map = ranges, and I believe this false 16" MP reading at = the rough,=20 low idle is from the dual map.  I think I even proved that to = myself=20 by watching the EM-2 screen that shows EC-2 readings.   I’ve got some work to do = on this one, but it's just a tuning issue. 

 

Another = note for=20 Tracy- turning off the = primary=20 injectors makes the EM-2 rpm double. =20 It makes for an impressive HP figure though :-) =20 Speaking of HP, mine reads 225 HP at 4900 rpm.   Yeah, I wish :-)  The down side to having an = engine=20 monitor with so many functions, is that it will take some serious time = to get=20 the thing dialed in.   =20

 

Good news,=20 my old problem of mismatched injectors (primary vs secondary) is = gone.  I can now switch off the = primaries, and=20 not even be able to tell that it switched to the secondaries.  Gotta love that.  =

 

After more=20 than an hour of torturing the Lycoming guys, I decided to try hooking up = my old=20 air fuel gauge to see if it would read better than the EM-2.  I added wires to it, hooked up = the=20 power, extended a wire to reach the O2 sender, and promptly found that=20 the O2 sender was falling = apart.  It was screwed into the pipe = just fine,=20 but the outer part, the inner cover, and the element itself were all = flopping=20 around independently of each other, and the main housing.  Just a wild guess, but = I’m thinking this=20 is bad :-)   I = stopped by the=20 auto parts place on the way home, where a busy, and grumpy (because I = couldn’t=20 give him a year, make, and model vehicle) guy produced a single wire = Bosch=20 sensor.  The one I got was = #11051,=20 and seems to be the heavier duty import sensor.  The price was $30.  There is also a $20 sensor = #12013 that=20 is just like the one that fell apart. =20 I splurged, and paid the extra $10. =20 I was all ready to order a new FJO wideband unit, and I still = might.  =

 

Some numbers=20 from the run (cowl off, but rad inlet ducts in=20 place):

Oil temp-=20 165 (max was 185 at full throttle for about 2=20 minutes)

Water temp-=20 175 (distilled water only so far, max was 190 at full throttle for about = 2=20 minutes)

Water=20 pressure- 25 psi (29 psi cap)

Oil=20 pressure- 74 psi at 2000 rpm  = (seems=20 high, need to check cal)

Voltage with=20 alt on- 14.2 V  (alt off = was=20 12.3)

 

Max static=20 rpm is 4900 when mixture is at best power. =20 EGT’s were in the 1600 range. =20

 

I also found=20 that my “scat” tubes for the tb inlet were trying to suck = themselves shut on the=20 bends.  I ordered some = “sceet”=20 tubing to correct this.  = Eventually,=20 I’ll make some hard pipes for the bends, if I don’t change = the arrangement.  =

 

Finally,=20 I’ll try to spend some time this week verifying calibrations on = the EM-2.  I have spare senders for most of the functions, and will have to find a way = to=20 simulate pressures.  The = fuel gauges=20 are in desperate need of cal.   About one more round of tuning, with a=20 functioning O2 meter, and it should be ready to = fly.   =20

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