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wvu(at)ameritel.net
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 Posted: Sat Nov 11, 2006 5:20 pm Post subject: Engine trouble shoots-High #2 & #4 EGTs -Update |
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I ran my engine yesterday continuing to troubleshoot the high EGTs (~1500deg) on #2 & #4. I'm starting to think my spider is not performing consistently. Below is the summary.
Swapped EGT probes. Problem did not follow the probes - sensors appear ok.
CHT's consistently around 40deg higher for these cylinders.
Noted exhaust discoloration on 2 & 4. No doubt these were running hotter than the rest.
Swapped #1 and #4 injectors. #1 EGT (which now has #4 injector) was normal, leading me to believe #4 injector was fine. #4 EGT (which now has #1 injector) is still hot.
Checked Slicks timing. All ok.
In talking to David McNeill on the phone he gave me a few ideas to go after, which I did today:
Fuel flow tested using 6 baby food jars in five "runs". Boost pump turned on for about 20 seconds. Indicated (EIS6000) fuel pressure around 23psi, fuel flow around 3.7gal/hr for all runs.
Run 1: with injectors attached to their 1/8" lines. #2 &4 jars showed about 40% down in volume compared to the rest. See pictures. The jars a placed as you would see the cylinders from inside the aircraft.
Run 2: without injectors. #4 jar now showed similar amount as the good cylinders (indicating #4 injector was partially clogged). However, none went in jar #2. Scratching my head on this one.
Run 3: without injectors. Cleaned #2&4 injectors again. Same results as Run 2.
Run 4: with injectors. Same results as Run 1. Really scratching my head. Why does fuel goes in jar #2 only when its injector is attached?
Run 5: with injectors. Cleaned #2 & 4 lines from the spider to the injectors using 0.25 safety wire, brake cleaner, then compressed air. Results are the same as Run 4 - #2 & 4 are down by 40% compared to the rest.
Not sure if you can see in the pictures but jar #5 has slightly less (maybe 5%) fuel than the others consistently.
Anh
#141
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jesse(at)itecusa.org
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| Posted: Sun Nov 12, 2006 5:31 am Post subject: Engine trouble shoots-High #2 & #4 EGTs -Update |
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Something that comes to my mind is the possibility of some crud in the lines, possibly up in the spider. It could be a tiny piece of proseal or something like that which is too big to get through the line, but is small enough to be moved around, so sometimes more fuel gets through than other times. We found a piece of proseal (or something like that) in the injector on #5 on N256H within the first 50 hours or so, causing it to run rough, although much cooler, since very little fuel was getting to it. It did not do this all the time, but would be in flight and then the CHT and EGT on #5 would both drop drastically. In fact, I think we saw this on the way to OSH’05. This would not explain anything with your #2 line only getting fuel through when the injector is attached. I would try that test again a few times and make absolutely sure that you can duplicate that symptom, as it sure doesn’t seem to make sense, as you pointed out.
Can you remind us where you got your engine? New or Used?
Jesse Saint
I-TEC, Inc.
jesse(at)itecusa.org (jesse(at)itecusa.org)
www.itecusa.org
W: 352-465-4545
C: 352-427-0285
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of DejaVu
Sent: Saturday, November 11, 2006 8:15 PM
To: RV10
Subject: Engine trouble shoots-High #2 & #4 EGTs -Update
I ran my engine yesterday continuing to troubleshoot the high EGTs (~1500deg) on #2 & #4. I'm starting to think my spider is not performing consistently. Below is the summary.
Swapped EGT probes. Problem did not follow the probes - sensors appear ok.
CHT's consistently around 40deg higher for these cylinders.
Noted exhaust discoloration on 2 & 4. No doubt these were running hotter than the rest.
Swapped #1 and #4 injectors. #1 EGT (which now has #4 injector) was normal, leading me to believe #4 injector was fine. #4 EGT (which now has #1 injector) is still hot.
Checked Slicks timing. All ok.
In talking to David McNeill on the phone he gave me a few ideas to go after, which I did today:
Fuel flow tested using 6 baby food jars in five "runs". Boost pump turned on for about 20 seconds. Indicated (EIS6000) fuel pressure around 23psi, fuel flow around 3.7gal/hr for all runs.
Run 1: with injectors attached to their 1/8" lines. #2 &4 jars showed about 40% down in volume compared to the rest. See pictures. The jars a placed as you would see the cylinders from inside the aircraft.
Run 2: without injectors. #4 jar now showed similar amount as the good cylinders (indicating #4 injector was partially clogged). However, none went in jar #2. Scratching my head on this one.
Run 3: without injectors. Cleaned #2&4 injectors again. Same results as Run 2.
Run 4: with injectors. Same results as Run 1. Really scratching my head. Why does fuel goes in jar #2 only when its injector is attached?
Run 5: with injectors. Cleaned #2 & 4 lines from the spider to the injectors using 0.25 safety wire, brake cleaner, then compressed air. Results are the same as Run 4 - #2 & 4 are down by 40% compared to the rest.
Not sure if you can see in the pictures but jar #5 has slightly less (maybe 5%) fuel than the others consistently.
Anh
#141
--
11/11/2006
--
No virus found in this outgoing message.
11/11/2006
[quote][b]
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wvu(at)ameritel.net
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| Posted: Sun Nov 12, 2006 2:03 pm Post subject: Engine trouble shoots-High #2 & #4 EGTs -Update |
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The engine came from Aerotec Engines, Novascotia at 0 SMOH.
Anh
[quote] ---
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apilot2(at)gmail.com
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| Posted: Sun Nov 12, 2006 6:32 pm Post subject: Engine trouble shoots-High #2 & #4 EGTs -Update |
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It would seem appropriate to contact them and see what they propose to
fix the problem.
On 11/12/06, DejaVu <wvu(at)ameritel.net> wrote:
[quote]
The engine came from Aerotec Engines, Novascotia at 0 SMOH.
Anh
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