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  #21  
Old 12-26-2012, 01:35 PM
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DakotaHawk DakotaHawk is offline
 
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Location: Arlington, WA
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Quote:
Originally Posted by LettersFromFlyoverCountry View Post
Follow the stainless line from the fuel spider on the top of the engine to the offending cylinder on top. Loosen the nut (I think it's a 3/16") and carefully pull out the small injector from the flared end. Check to see if some contamination might've partially blocked it...maybe stick some small safety wire in it. Reinstall.

I had the problem you describe and started pulling everything off the engine and the last thing we checked -- the small injector on the top of the cylinder (I have Lightspeed on the top) had a VERY small piece of junk (it looked like a piece of SuperFil about the size of a pencil head) blocking it.... so fuel wasn't getting into the top...which accounted for the high EGT on my cylinder.

The engine has run great since then.
Thanks! Easy check that I haven't done yet. I'll do that this evening (while I'm trying to figure out how to download the Dynon EMS).
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Scott "Grumpy" Stewart
RV-7 N957RV (First Flight on Dec 18, 2009)
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#866 on the Van's RV-7 hobbs
#6563 on Van's generic hobbs
Arlington, WA
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  #22  
Old 12-26-2012, 02:17 PM
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pierre smith pierre smith is offline
 
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DO NOT stick any wire in the injector orifices. Only use air or cleaning fluid.

They're fairly soft and you could change the diameter.

Best,
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  #23  
Old 12-26-2012, 02:53 PM
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LettersFromFlyoverCountry LettersFromFlyoverCountry is offline
 
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I blame Stein.
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St. Paul, MN.
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RV-12iS Powerplant kit
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  #24  
Old 12-26-2012, 02:55 PM
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LettersFromFlyoverCountry LettersFromFlyoverCountry is offline
 
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Quote:
Originally Posted by DakotaHawk View Post
Thanks! Easy check that I haven't done yet. I'll do that this evening (while I'm trying to figure out how to download the Dynon EMS).
I only have the regular Dynon D100 w/o engine monitor but I suspect it's done through the PC program (available here) that you also use to install updates etc. I know it has a 'download log data' function on it.
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  #25  
Old 12-26-2012, 03:27 PM
RV8R999 RV8R999 is offline
 
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Quote:
Originally Posted by 9GT View Post
No thanks. I also prefer to do my trouble shooting on the ground.
+1!!! Really bad advice to troubleshoot your SINGLE faultering engine in the air - especially with a PAX. Great decision!
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  #26  
Old 12-26-2012, 03:48 PM
roee roee is offline
 
Join Date: Feb 2006
Location: San Diego, CA, U.S.A.
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Thumbs up Good job, Scott!

Quote:
Originally Posted by Kahuna View Post
A cylinder miss & rising egt should be no cause for alarm or need for a cool head. Pulling power, pushing the nose over and dropping flaps and heading back to the runway really kept you from determining what the problem was. There was more sleuthing to do.
There are a number of items that could be the cause as others have mentioned.

Perhaps its the way you wrote the issue, but I got far more concerned about the reaction than I did the problem while reading. Even a completely out cylinder, while feels terrible, is no cause for 'I have to get down now'. Let it stumble, climb and access.

A nice pattern while troubleshooting would help pinpoint the problem. You could simply have a fouled plug, bad plug, intake leak, ign wire, plugged injector, or a number of other items. Some of these are difficult to troubleshoot on the ground.
Kahuna, I respectfully disagree. When in doubt, getting yourself, your passenger, and preferably your airplane down safely is priority number one. Troubleshooting the problem is of secondary priority and not necessarily an immediate need if there are better options for completing the flight safely. Given the situation in which Scott found himself, choosing the available option to land, and to worry about troubleshooting later on the ground, was the best way to ensure the safe completion of the flight. Scott made a good call.
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  #27  
Old 12-26-2012, 04:15 PM
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az_gila az_gila is offline
 
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Location: 57AZ - NW Tucson area
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Exclamation

Do a real valve wobble test per SB883 to get the correct "wobble numbers"...
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  #28  
Old 12-26-2012, 04:36 PM
WAM120RV WAM120RV is offline
 
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Location: Coventry. England
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Default Climb and assess?

Kahuna,

Sorry but have to disagree, Scott got it right. The only reason to continue to climb would be if landing safely form the height or position he was in was not and option. Climbing would then hopefully give you enough height to get back on the ground safely.

Ask your self a question.... if you lost one cylinder on the ground just before takeoff would you continue with that takeoff to assess what had gone wrong?

I had a similar event with a prop surge at about 50 ft after take off. Not enough height to turn and land and heading straight towards threes on a hill. I pulled power but continued climb and did a very low level circuit and put it back on the ground where we could find out what the problem was safely.

There are circumstances where you would continue to climb, but to do so to assess the loss of a cylinder is not one of them. To do so invites the engine to quit completely on you. If you have enough height and can get it on the ground thats the place to assess a cylinder out.

Again...... well done Scott....... nothing wrong with your decision making or flying skills!!
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  #29  
Old 12-26-2012, 04:40 PM
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RV10inOz RV10inOz is offline
 
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Also check intake gasket and induction sleeve joints. These have a habit of causing grief and then fine again later.

And why is it you get all these deliciously hot looking passengers..... my mojo is jealous
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  #30  
Old 12-26-2012, 04:44 PM
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DakotaHawk DakotaHawk is offline
 
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Quote:
Originally Posted by RV10inOz View Post
And why is it you get all these deliciously hot looking passengers..... my mojo is jealous
I don't post pictures of the ugly ones!



(This is a picture of my Dad.)
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Scott "Grumpy" Stewart
RV-7 N957RV (First Flight on Dec 18, 2009)
RV-14 N144P (Empennage complete, wings almost complete, fuselage almost complete)
#866 on the Van's RV-7 hobbs
#6563 on Van's generic hobbs
Arlington, WA
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