Thanks Walt. Chasing an idling problem when hot so wasn’t sure if that would make a difference.Installation looks correct so wouldn't worry about the decal.
Uh it is a Lycoming, welcome to the neighborhood.Thanks Walt. Chasing an idling problem when hot so wasn’t sure if that would make a difference.
Idling problems are 'somewhat' normal when hot due to fuel boiling in the FI line. You may want to check what nozzle size you have, the std used to be .028 but I think .024 or .025 is what I ended up with, it does help. The spring in the divider can also be a factor, call AFP and ask them about that.Thanks Walt. Chasing an idling problem when hot so wasn’t sure if that would make a difference.
Thanks all. I changed the restrictors to .022 awhile back after talking with Don at AFP. Added fuel pump shroud to engine fuel pump and all fuel lines are fire sleeved.Boost pump on makes no difference.100LL only.Heat shields on exhaust pipes anywhere fuel lines are even remotely close to pipes.Back taxing yesterday after flying to get fuel the engine died and couldn’t catch it with the throttle.Seems I need at least 1100 rpm to keep it running but then I’m riding the brakes a lot.Takeoff and cruise the engine runs beautifully and my Chts and Egts are just fine.Fustrating and somewhat unsafe when the engine dies on the runway.Hope to do a lot of asking questions and discussion at Osh.I’ll take some more pictures of my fuel line routing from the firewall forward when I get to the hangar on TuesdayIf a FI Lycoming will idle without having to manipulate the throttle to keep it running, you’re good!
Getting the idle mixture adjusted on the AFP is a little challenging, but you should certainly be able idle (650-700) without dying.Thanks all. I changed the restrictors to .022 awhile back after talking with Don at AFP. Added fuel pump shroud to engine fuel pump and all fuel lines are fire sleeved.Boost pump on makes no difference.100LL only.Heat shields on exhaust pipes anywhere fuel lines are even remotely close to pipes.Back taxing yesterday after flying to get fuel the engine died and couldn’t catch it with the throttle.Seems I need at least 1100 rpm to keep it running but then I’m riding the brakes a lot.Takeoff and cruise the engine runs beautifully and my Chts and Egts are just fine.Fustrating and somewhat unsafe when the engine dies on the runway.Hope to do a lot of asking questions and discussion at Osh.I’ll take some more pictures of my fuel line routing from the firewall forward when I get to the hangar on Tuesday
Getting the idle mixture adjusted on the AFP is a little challenging, but you should certainly be able idle (650-700) without dying.
I run straight mags so it can be done.
By chance:Thanks all. I changed the restrictors to .022 awhile back after talking with Don at AFP. Added fuel pump shroud to engine fuel pump and all fuel lines are fire sleeved.Boost pump on makes no difference.100LL only.Heat shields on exhaust pipes anywhere fuel lines are even remotely close to pipes.Back taxing yesterday after flying to get fuel the engine died and couldn’t catch it with the throttle.Seems I need at least 1100 rpm to keep it running but then I’m riding the brakes a lot.Takeoff and cruise the engine runs beautifully and my Chts and Egts are just fine.Fustrating and somewhat unsafe when the engine dies on the runway.Hope to do a lot of asking questions and discussion at Osh.I’ll take some more pictures of my fuel line routing from the firewall forward when I get to the hangar on Tuesday
That is a tough combination for a good idle.I0-320 w Catto prop. Dual pmags and temperature yesterday was about 80F and humid. Around 160 hrs on the engine.3 blade prop.
I have vertical induction and heat shield from Fly Boys on all the fuel lines Also.Idle mixture was set to about a 40-50 rpm rise when pulling the mixture to ico. When first starting from cold it idles great. Just trying to get it to not die after landing.I'll add that I have a Catto 2 blade.
1 mag, 1 Lightspeed
I may be helped by it being an -H2AD, so fuel pump is up front.
I added a lot of DEI heat shield, which helped some.
Such as https://www.amazon.com/Design-Engineering-010487-Heat-Shroud/dp/B013DPBB56/ref=asc_df_B013DPBB56/
Nearly identical to my issue. I’m flying behind a Lycon IO-360 angle valve 220hp. I called AFP and they sent me some .24 injector restrictors. I’m hoping it clears it up. I was told by Don that if I went to .22 flow restrictors I’d have to keep my fuel pump on the whole time. Changing the springs from #2 to #4 springs might work… else I might have to drill the spider and put a fuel return line to the tank.Thanks all. I changed the restrictors to .022 awhile back after talking with Don at AFP. Added fuel pump shroud to engine fuel pump and all fuel lines are fire sleeved.Boost pump on makes no difference.100LL only.Heat shields on exhaust pipes anywhere fuel lines are even remotely close to pipes.Back taxing yesterday after flying to get fuel the engine died and couldn’t catch it with the throttle.Seems I need at least 1100 rpm to keep it running but then I’m riding the brakes a lot.Takeoff and cruise the engine runs beautifully and my Chts and Egts are just fine.Fustrating and somewhat unsafe when the engine dies on the runway.Hope to do a lot of asking questions and discussion at Osh.I’ll take some more pictures of my fuel line routing from the firewall forward when I get to the hangar on Tuesday