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  #11  
Old 03-27-2011, 09:14 AM
allbee allbee is offline
 
Join Date: Aug 2006
Location: spokane, wa
Posts: 805
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thanks for the input, will put the old wire back on. I feel I found the problem with the intake gaskets.
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  #12  
Old 03-27-2011, 09:52 AM
elippse elippse is offline
 
Join Date: Dec 2006
Location: Arroyo Grande, CA
Posts: 938
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Quote:
Originally Posted by allbee View Post
thanks for the input, will put the old wire back on. I feel I found the problem with the intake gaskets.
Great! Glad to hear that!
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  #13  
Old 03-27-2011, 06:44 PM
elippse elippse is offline
 
Join Date: Dec 2006
Location: Arroyo Grande, CA
Posts: 938
Default pf vs nf

I discovered that on my post this morning that when I calculated the current necessary to charge the additional capacitance of shielded cable I was talking picoFarads but calculating with nanoFarads and so I was off a little. Ok, more than a little. More like one thousand. But that's a lot less than the billions or trillions the gummint uses. Sorry!
But the main reason for not using the shielded wire is that it is doesn't have a high-enough voltage-breakdown rating. The resonant voltage in the LSE system is almost double the pulse voltage. If you get a dielectric breakdown in the cable causing it to arc, besides giving intermittent spark output, the output transistor could soon break down also, shutting down two cylinders. The breakdown rating of RG-400 is 1900V, more than enough.
If you decide to use or are using this shielded wire in your LSE system, make sure that the person recommending this wire to you and has sold it to you will warranty that if the wire breaks down and causes the EI to fail, he will pay for its repair! If you are using it and it hasn't caused a problem, at least that you know of, well, good luck! Keep watch for occasional roughness.
Never change anything to do with an aircraft or its equipment unless you have the blessing of the manufacturer. If not, you are now in the experimental world yourself, and you alone are responsible for any failure of your equipment or life.
BTW, have any of you that reported that you that had failures with your LSE and were using this shielded wire but you didn't tell Klaus about it ? For shame! 'Fess up, guys!
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  #14  
Old 03-28-2011, 06:15 PM
allbee allbee is offline
 
Join Date: Aug 2006
Location: spokane, wa
Posts: 805
Default fix

I went to the FBO today and got me 4 gaskets AEL71973. Cost me 4 bucks and some change with tax. I went to the plane and installed all 4 intake gaskets. I flew her, my baby is fixed. I took it up to 7k and run it lean of peak and came out with .2 gph and about 7.5 gph. I'm very happy. Now those old gaskets where red and thin. they broke apart when I touched them. the new ones were a dark gray. I think they are an updated part here. My advice, if you have high egts and can't get peak. Change the intake gaskets first. What threw me off was 1,2 were doing it.

I feel fortunate that I let the dynon do the diagnoses and parts to fix was 4 dollars, can't beat that.
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  #15  
Old 03-30-2011, 09:53 PM
DENMACRES DENMACRES is offline
 
Join Date: Aug 2008
Location: MONTGOMERY, TX.
Posts: 89
Default EGT

CHECK THE LITTLE SCREENS IN THE INJECTORS FOR BLOCKAGE, I HAVE SEEN TREE POLLEN PLUG THEM UP. DENNIS IO-360,RV-6
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  #16  
Old 04-06-2011, 07:32 PM
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RV10inOz RV10inOz is offline
 
Join Date: May 2008
Location: Brisbane Qld. Aust.
Posts: 2,271
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I was just reading this thread thinking one of two things......and you could guess how I know!

1. Spark plug gaps. Especially running LOP, as they will be found wanting LOP and running ROP masks the problem of increasing gap and poorer spark. Reason being a lean mixture takes more spark to get the combustion going. So what happens, just like doing a mag check (and always do it leaned out) is the slower combustion event continues on as the exhaust valve opens and the EGT probe sees a bit of the combustion. Hence the EGT's should all rise together when doing a mag check. Do one in flight LOP and you should see this too. A poor plug will show up really well and a poor mag will show up even better!

2. Inlet gaskets After 270 hours on a brand new Lycoming IO540 guess what happened to us. 5 out of six gaskets failed in quick time. Could not believe it. One of them had a gap of 1.5mm and no wonder it was running rough. They all crumbled. New gaskets =

DB
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