Return-Path: Received: from imf23aec.mail.bellsouth.net ([205.152.59.71] verified) by logan.com (CommuniGate Pro SMTP 4.3c1) with ESMTP id 720219 for flyrotary@lancaironline.net; Tue, 08 Feb 2005 08:49:29 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.152.59.71; envelope-from=sqpilot@bellsouth.net Received: from [209.214.45.28] by imf23aec.mail.bellsouth.net (InterMail vM.5.01.06.11 201-253-122-130-111-20040605) with ESMTP id <20050208134757.QDSD2276.imf23aec.mail.bellsouth.net@[209.214.45.28]> for ; Tue, 8 Feb 2005 08:47:57 -0500 Received: from 127.0.0.1 (AVG SMTP 7.0.300 [265.8.5]); Tue, 08 Feb 2005 07:47:53 -0600 Message-ID: <017601c50de4$c88c7540$a92cd6d1@paul52u7f5qyav> From: "Paul" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: Bad day at the airport Date: Tue, 8 Feb 2005 07:47:51 -0600 X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.2180 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 Mime-Version: 1.0 Content-Type: multipart/mixed; boundary="=======AVGMAIL-4208C3091C1D=======" --=======AVGMAIL-4208C3091C1D======= Content-Type: multipart/alternative; boundary="----=_NextPart_000_0173_01C50DB2.7DD7C680" ------=_NextPart_000_0173_01C50DB2.7DD7C680 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable ----- Original Message -----=20 From: WRJJRS@aol.com=20 To: Rotary motors in aircraft=20 Sent: Tuesday, February 08, 2005 12:00 AM Subject: [FlyRotary] Re: Bad day at the airport In a message dated 2/7/2005 7:34:29 PM Pacific Standard Time, = sqpilot@bellsouth.net writes: Hi, Ed... I considered that as a possibility...no, more like a = probablility....but I was thinking that when I reduced the throttle the = engine rpm's would have gotten back into the area where it was = programmed correctly (or at least closer to correct). I throttled all = the way back to 1/4 throttle, and then back to 1/2 throttle, and no = improvement. It was difficult to reduce the throttle on an already "not = climbing" aircraft, but at that point, I was willing to try anything. = Could not get it to go above 2000 rpm's, and it was running VERY rough. = Paul Conner Paul, Trying to be constructive here, 50%+i of homebuilt engine = failures are caused by fuel delivery problems. (FAA crash stats) Putting = on my mechanics hat from the old days, START WITH THE SIMPLEST POSSIBLE = PROBLEM FIRST. Check your plugs to see if you had a rich or lean = failure. If you had a lean condition the leading plugs at least will be = clean as can be. Rich the opposite. I'm betting on lean. Check your fuel = filters etc. Be sure your vents are clear. Only after you are SURE that = you don't have a simple problem go on to the others. I must relate a = problem I had happen once despite years of experience. I was tuning a = small two stroke for a kid I knew. He drove it into my garage and we = proceeded to do a "full on" tuneup. We changed and replaced the points, = (yea that long ago) did timing, fuel filters the whole enchalada. When = we finished the damm thing would not start! After about an hour of = fiddling including doing almost everything over I got simple and checked = the spark with the BRAND NEW SPARKPLUG. Nothing, nada. I got another = plug and it fired first kick! The plug didn't have the internal = conductor inserted on the assembly line. It looked perfect until I cut = it apart. Long-winded moral to the story, cover all the bases. You may = find the problem you had might have happened in any Cessna. Glad you = didn't hurt your self or the plane. Just burn the underware. Bill Jepson Thanks, Bill....My next step is to pull the cowling and check plugs, = filters, etc. I will inspect the plugs to see what condition they are = in. That can tell me a lot. I wish I hadn't re-started the engine to = taxi back to the hangar. Running the engine after the problem might have = covered up the problem, as it seemed to be running better on the taxi = trip back to the hangar. I'll report back with my findings. Take care, = and many thanks to everyone for their input and suggestions. Paul, I'd = rather be flying, Conner -------------------------------------------------------------------------= ----- No virus found in this incoming message. Checked by AVG Anti-Virus. Version: 7.0.300 / Virus Database: 265.8.5 - Release Date: 2/3/2005 ------=_NextPart_000_0173_01C50DB2.7DD7C680 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable
 
----- Original Message -----
From:=20 WRJJRS@aol.com
Sent: Tuesday, February 08, = 2005 12:00=20 AM
Subject: [FlyRotary] Re: Bad = day at the=20 airport

In a message dated 2/7/2005 7:34:29 PM Pacific Standard Time, sqpilot@bellsouth.net = writes:
 Hi, Ed...
I considered that as a = possibility...no, more=20 like a probablility....but I was thinking that when I reduced the = throttle=20 the engine rpm's would have gotten back into the area where it was=20 programmed correctly (or at least closer to correct).  I = throttled all=20 the way back to 1/4 throttle, and then back to 1/2 throttle, and no=20 improvement. It was difficult to reduce the throttle on an already = "not=20 climbing" aircraft, but at that point, I was willing to try = anything. Could=20 not get it to go above 2000 rpm's, and it was running VERY = rough.  Paul=20 Conner
Paul, Trying to be constructive here, 50%+i of homebuilt engine = failures=20 are caused by fuel delivery problems. (FAA crash stats) Putting on my=20 mechanics hat from the old days, START WITH THE SIMPLEST POSSIBLE = PROBLEM=20 FIRST. Check your plugs to see if you had a rich or lean failure. If = you had a=20 lean condition the leading plugs at least will be clean as can be. = Rich the=20 opposite. I'm betting on lean. Check your fuel filters etc. Be sure = your vents=20 are clear. Only after you are SURE that you don't have a simple = problem go on=20 to the others. I must relate a problem I had happen once despite years = of=20 experience. I was tuning a small two stroke for a kid I knew. He drove = it into=20 my garage and we proceeded to do a "full on" tuneup. We changed and = replaced=20 the points, (yea that long ago) did timing, fuel filters the whole = enchalada.=20 When we finished the damm thing would not start! After about an hour = of=20 fiddling including doing almost everything over I got simple and = checked the=20 spark with the BRAND NEW SPARKPLUG. Nothing, nada. I got another plug = and it=20 fired first kick! The plug didn't have the internal conductor inserted = on the=20 assembly line. It looked perfect until I cut it apart. Long-winded = moral to=20 the story, cover all the bases. You may find the problem you had might = have=20 happened in any Cessna. Glad you didn't hurt your self or the plane. = Just burn=20 the underware.
Bill Jepson

 
Thanks, Bill....My next step is to pull the cowling and check = plugs,=20 filters, etc.  I will inspect the plugs to see what condition = they are=20 in. That can tell me a lot. I wish I hadn't re-started the engine to = taxi back=20 to the hangar. Running the engine after the problem might have covered = up the=20 problem, as it seemed to be running better on the taxi trip back to = the=20 hangar.  I'll report back with my findings.  Take care, and = many=20 thanks to everyone for their input and suggestions.  Paul, I'd = rather be=20 flying, Conner
 

No virus found in this incoming message.
Checked by AVG=20 Anti-Virus.
Version: 7.0.300 / Virus Database: 265.8.5 - Release = Date:=20 2/3/2005
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