Return-Path: Sender: "Marvin Kaye" To: lml@lancaironline.net Date: Wed, 02 Mar 2005 23:09:28 -0500 Message-ID: X-Original-Return-Path: Received: from imo-m14.mx.aol.com ([64.12.138.204] verified) by logan.com (CommuniGate Pro SMTP 4.3c2) with ESMTP id 767448 for lml@lancaironline.net; Wed, 02 Mar 2005 18:35:15 -0500 Received-SPF: pass receiver=logan.com; client-ip=64.12.138.204; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-m14.mx.aol.com (mail_out_v37_r3.8.) id q.128.57a87c83 (16633) for ; Wed, 2 Mar 2005 18:34:24 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: <128.57a87c83.2f57a780@aol.com> X-Original-Date: Wed, 2 Mar 2005 18:34:24 EST Subject: Re: [LML] Re: Taxiing Matters - Not Taxing, Taxiing! X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1109806464" X-Mailer: 9.0 Security Edition for Windows sub 5000 -------------------------------1109806464 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 3/2/2005 9:48:47 A.M. Central Standard Time, Sky2high writes: I have not monitored the fuel flow gauge carefully during this phase. It is about 1.5 GPH at 1000-1100 RPM. If I spend the time, I do see a rise of 20-30 RPM if I lean to "peak" RPM. Stuttering - something's wrong. I am operating with an electronic ignition (LASAR), fine wire plugs gapped more open than normal, .022 shrouded injectors that deliver cruise EGT peaks within .3 - .5 GPH (GAMI Lean Test) and other adjustments. Thus, I believe I have achieved a reasonable balance of the required 3 S's - Spark, SFuel and SAir - throughout all normal engine operation. I will try to get the FF info today (weather permitting - it's freaking cold here) as best I can as reported by the VM EPI800 engine monitor. Robert, OK, it wasn't that cold today, the sun was shining and turbulence stopped at 4000 MSL. Here is my info: Baro 30.1, 700 MSL, OAT -1C, aircraft pointed into 12 Kt wind. Engine start and oil below 95F: 900 RPM, 1.3 GPH (full rich), then leaned to RPM 930-940 and FF was 1.1 Engine warm and oil at 95F: 1000 RPM, 1.5 GPH, then leaned to RPM 1030 and FF was 1.3 Engine warmer: 1200 RPM, 1.8 GPH, then leaned to 1220 RPM and FF was 1.5 GPH 910 RPM, 1.3 GPH, then leaned to 930 RPM and FF was 1.1 to 1.0 GPH More interesting after flight, practice GPS 33 appr, turn off runway and, whilst taxiing: 900 RPM, 2.4 GPH - this would not change, even though I leaned it, until about 2 minutes passed - note that wind was at my back on taxi in. Was this due to hot engine and vaporization at idle? ?? Finally, 900 RPM, 1.2 GPH, then leaned to 920 RPM, 1.1 GPH After 1 mile taxi, I turned into the wind and stopped: 900 RPM, 1.1 GPH, then leaned to 920 RPM, 1.0 GPH Boost pump on and the same results were repeated. At 800-900 RPM, engine burbled (stuttered?) regardless of lean. Oh well, the Corvette 8-cyl did the same stopped in the driveway after 40 minutes of 75 mph on the tollway AND, it is controlled by a FADEC...... Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) Fair and Balanced Opinions at No Charge! Metaphysical Monologues taken at your own Risk. -------------------------------1109806464 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

=20

In a message dated 3/2/2005 9:48:47 A.M. Central Standard Time, Sky2hig= h=20 writes:

<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>

I have not monitored the fuel flow gauge carefully during this=20 phase. It is about 1.5 GPH at 1000-1100 RPM. If I spend the ti= me,=20 I do see a rise of 20-30 RPM if I lean to "peak" RPM.

Stuttering - something's wrong. I am operating with an electron= ic=20 ignition (LASAR), fine wire plugs gapped more open than normal, .022=20 shrouded injectors that deliver cruise EGT peaks within .3 - .5 GPH (= GAMI=20 Lean Test) and other adjustments. Thus, I believe I have achie= ved=20 a reasonable balance of the required 3 S's - Spark, SFuel and SAir -=20 throughout all normal engine operation.

I will try to get the FF info today (weather permitting - it's freaki= ng=20 cold here) as best I can as reported by the VM EPI800 engine=20 monitor.

Robert,

OK, it wasn't that cold today, the sun was shining and turbulence stopp= ed=20 at 4000 MSL.

Here is my info:

Baro 30.1, 700 MSL, OAT -1C, aircraft pointed into 12 Kt wind.

Engine start and oil below 95F:

900 RPM, 1.3 GPH (full rich), then leaned to RPM 930-940 and FF was=20 1.1

Engine warm and oil at 95F:

1000 RPM, 1.5 GPH, then leaned to RPM 1030 and FF was 1.3

Engine warmer:

1200 RPM, 1.8 GPH, then leaned to 1220 RPM and FF was 1.5 GPH

910 RPM, 1.3 GPH, then leaned to 930 RPM and FF was 1.1 to 1.0 GPH

More interesting after flight, practice GPS 33 appr, turn off runway an= d,=20 whilst taxiing:

900 RPM, 2.4 GPH - this would not change, even though I leaned it, unti= l=20 about 2 minutes passed - note that wind was at my back on taxi in. = ;=20 Was this due to hot engine and vaporization at idle? ??

Finally,

900 RPM, 1.2 GPH, then leaned to 920 RPM, 1.1 GPH

After 1 mile taxi, I turned into the wind and stopped:

900 RPM, 1.1 GPH, then leaned to 920 RPM, 1.0 GPH

Boost pump on and the same results were repeated.

At 800-900 RPM, engine burbled (stuttered?) regardless of lean.&nb= sp;=20 Oh well, the Corvette 8-cyl did the same stopped in the driveway after=20= 40=20 minutes of 75 mph on the tollway AND, it is controlled by a FADEC......=20

Scott Krueger=20 AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL (KARR)

Fai= r=20 and Balanced Opinions at No Charge!
Metaphysical Monologues taken at your= own=20 Risk.

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