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  #31  
Old 02-01-2018, 11:50 AM
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RV7A Flyer RV7A Flyer is offline
 
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Quote:
Originally Posted by N23WL View Post
I used he Van's Master solenoid and yes, it is protected and torqued to spec. I could NOT put the solenoid in with the recommended downward position because of space limitations. There is no space without a major rewire and new conduit through the firewall. That may affect the life of the solenoid.
Sure this is correct? On the -7, the MASTER goes on "rightside-up", and the STARTER goes on "upside-down" (ostensibly to prevent the starter contactor from engaging during high-G maneuvers). Drawings might show something different for your bird, dunno...

Do you have a pic of your setup?

ETA: seems obvious, but you never know...when installing the solenoids, you have to put a wrench on the studs to prevent them from turning while tightening down the nut holding your ring terminal. Well-known installation error that can lead to failures.
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Last edited by RV7A Flyer : 02-01-2018 at 11:54 AM.
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  #32  
Old 02-02-2018, 02:41 AM
N23WL N23WL is offline
 
Join Date: May 2017
Location: NE FL
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Default TMX-360 missing

2018/02/02

1. I'll post photographs of the installation of the solenoid in a few days. Work interrupting...

2. There is no question, I am dealing with the Master solenoid, not the starter solenoid. and it is continuous duty.

3. To respond to the question is the engine missing or backfiring. It is a solid miss; not backfiring.

1/31/2018 I flew for 3.5 hours at a variety of altitudes, speeds, and conditions and never a miss. Once I landed and turned off the runway, the missing began. The characteristics are puzzling. It might miss one and stop or miss in succession and almost stall the engine. It has only stopped once in the months of dealing with the problem and only at taxi idle. Consensus remains electrical v fuel v. valve lash.

Back to my flight: I fueled, visited with airport residences and received numerous suggestions but that gave the engine time to cool (1 hr). Started up, again, no more missing until it reached an oil temperature of 175 D F.

4. I'll work for a few days and fly on my company's ticket and think.

Meanwhile, thank all who have shared their experience and knowledge.

Thanks again
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  #33  
Old 02-02-2018, 06:42 AM
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erich weaver erich weaver is offline
 
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This thread is confusing to me, as I thought the problem was reported to have been resolved through replacement of the solenoid. Now that doesn?t seem to be the case?

The description to me sounds like nothing more than a hot engine vaporizing fuel when there is minimal fuel flow and air flow. Very commmon and not really a problem. I have all the same symptoms. Just keep the idle speed up a bit after landing to increase the fuel flow slightly.

Erich
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  #34  
Old 02-02-2018, 06:21 PM
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Steve Melton Steve Melton is offline
 
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check your emag coils
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  #35  
Old 02-12-2018, 09:46 PM
Pilot Dog Ship Pilot Dog Ship is offline
 
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Location: South Surrey, B.C., Canada
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Default Engine missing

The 0-320-E2D in my airplane started acting up last Spring and it took me until last week to finally find the problem.
Despite the intake ducting not creating any foaming bubbles when pressurized with vacuum-cleaner exhaust and sprayed with soapy-water solution, I decided to change the rubber sleeves on the intake pipes and the gaskets between the cylinder heads and intake pipes, more out of desperation than any moment of inspiration.
I was most surprised to find-not one but two-of the pipes loose where they are swaged to the oil sump. I'm guessing that this part of the sump is the last part of the engine to stabilize at operating temperature and that could well explain why the engine would run fine until twenty-five minutes into flight and then start stumbling and shaking with an associated rpm loss. Two of the four cylinders were running too lean.
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  #36  
Old 02-17-2018, 12:02 PM
lr172 lr172 is offline
 
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Quote:
Originally Posted by Pilot Dog Ship View Post
The 0-320-E2D in my airplane started acting up last Spring and it took me until last week to finally find the problem.
Despite the intake ducting not creating any foaming bubbles when pressurized with vacuum-cleaner exhaust and sprayed with soapy-water solution, I decided to change the rubber sleeves on the intake pipes and the gaskets between the cylinder heads and intake pipes, more out of desperation than any moment of inspiration.
I was most surprised to find-not one but two-of the pipes loose where they are swaged to the oil sump. I'm guessing that this part of the sump is the last part of the engine to stabilize at operating temperature and that could well explain why the engine would run fine until twenty-five minutes into flight and then start stumbling and shaking with an associated rpm loss. Two of the four cylinders were running too lean.
When rough running appears only at low MP/high vacuum, intake leaks rise to the top section of the troubleshooting list.
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  #37  
Old 02-17-2018, 01:20 PM
rv7charlie rv7charlie is offline
 
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Is this a carb'd engine? If so, this may sound obvious, but have you checked each cylinder's injector/primer ports? I had a plug come out during a trip to OSH one year, in a recently purchased plane. Was running fine at one fuel stop, then when I reduced power to descend to a lower altitude, the engine shook like crazy. Raised the power back to cruise setting, and it smoothed out. Next stop I discovered the empty injector port. A trip to a local hardware store for a pipe plug got me back to 'normal'.

Charlie
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  #38  
Old 02-18-2018, 03:21 AM
scsmith scsmith is offline
 
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I'm sorry, but I just can not resist a light-hearted joke. I see this thread title show up periodically as a new post is made, and each time I see it, I have the same reaction:

"Engine missing - out of ideas"

My Mom would say, "have you looked under your bed?"
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  #39  
Old 02-18-2018, 09:25 AM
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Toobuilder Toobuilder is offline
 
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You and I have the same sense of humor Steve...

Sorry for the continued derail...
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