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Lynn Matteson
Joined: 10 Jan 2006
Posts: 2778
Location: Grass Lake, Michigan
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 Posted: Wed Aug 19, 2009 6:29 am Post subject: Results of GAMI Lean Tests |
 |
|
I flew the GAMI Lean Test(s) today, and found the following: All
temps are in degrees F.
Three different tests, flown at 4500', 6000-6300', and
6500-7200'....these were supposed to be at a fixed altitude, but you
know how that goes, when you're busy writing things down, and nobody
else to keep track of the airplane.
Cutting right to the numbers, I showed a .1 gph spread on one test,
and two tests of .3 gph spread. Looking at the results, the rear
cylinders usually peaked first, and were in the 1387- 1430 range when
they did.
The front two cylinders usually peaked last, and were in the
1333-1352 range when they did peak. In one test, at 2750 rpm
(6000-6300'), #'s 1 and 3 peaked first at 2.8 gph, and 2 and 4
followed at 2.7 gph. Rpm had dropped down to 2700 during this test.
CHT's not recorded during the 1&3 peaks, but they were (1) 298, (2)
306, (3) 305, (4) 316.
At 2800 rpm (6500, wandering up to 7200'), #'s 3 and 4 peaked at 1430
and 1410 resp., at 3.2 gph, and 1 and 2 at 1333 and 1352 resp., at
2.9 gph. Rpm went up to 2830. CHT's were (same order, 1,2,3,4)=
321,323, 311,and 322 when the last 2 cylinders peaked
At 2860 rpm (4500'), #3 peaked at 1431 F. at 3.1 gph, #4 at 1402 at
2.9, and #'s 1 and 2 at 1351 and 1337 respectively at 2.8 gph. Rpm
stayed the same, as near as I could tell. This ws the first test, and
I wasn't quit up to the task as yet. Once I got going, the recording
was a little better, but still not great.
These findings pretty much parallel the findings that I recorded with
the Bing carb, in that just a little rpm change can swap the hot EGT
from one side to another, or even on the same side. I've even seen
the higher numbers pass each other on the way up and down. Sometimes
I've seen #2 (left front) get up to the 1400's, but it doesn't seem
to last long. This tells me that both the Bing and the Rotec TBI
suffer from manifolding problems, or maybe just plain lack of
turbulence or even distribution of the fuel.
Overall, I don't think these numbers are too bad, and the spread of .
1 to .3 is better than the GAMI target of .5, but this is a smaller
engine, and the fuel doesn't have to go as far. That might be a naive
way to look at it, but it seems to make sense (so it's probably
wrong). : )
There ya go, engineers, have at it, and tell me what I missed. I plan
on running another test or more, so if anybody sees something I
should do different, holler.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 739.7 hrs
Sensenich 62"x46" Wood prop
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: flying
| | - The Matronics JabiruEngine-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
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_________________
Lynn
Kitfox IV-Jabiru 2200
N369LM |
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BobsV35B(at)aol.com
Guest
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| Posted: Wed Aug 19, 2009 7:12 am Post subject: Results of GAMI Lean Tests |
|
|
Good Morning Lynn,
Thanks for the data. I agree that the .1 split seems great.(As in very good) At your fuel flows, I think a split of .3 needs to be looked at, but for an engine that does not have direct cylinder fuel injection, your numbers are pretty good. Small changes in airflow velocity could certainly make the distribution change. All in all, I would say things are going well!
Thanks again for letting us know what is happening.
Keep in mind that the actual temperatures attained are immaterial. It is the split between when they go lean that is important.
That is why Al Hundere always refused to have the actual temperature displayed on his ALCOR instruments.
Happy Skies,
Old Bob
In a message dated 8/19/2009 9:29:45 A.M. Central Daylight Time, lynnmatt(at)jps.net writes:
| Quote: | --> JabiruEngine-List message posted by: Lynn Matteson <lynnmatt(at)jps.net>
I flew the GAMI Lean Test(s) today, and found the following: All
temps are in degrees F.
Three different tests, flown at 4500', 6000-6300', and
6500-7200'....these were supposed to be at a fixed altitude, but you
know how that goes, when you're busy writing things down, and nobody
else to keep track of the airplane.
Cutting right to the numbers, I showed a .1 gph spread on one test,
and two tests of .3 gph spread. Looking at the results, the rear
cylinders usually peaked first, and were in the 1387- 1430 range when
they did.
The front two cylinders usually peaked last, and were in the
1333-1352 range when they did peak. In one test, at 2750 rpm
(6000-6300'), #'s 1 and 3 peaked first at 2.8 gph, and 2 and 4
followed at 2.7 gph. Rpm had dropped down to 2700 during this test.
CHT's not recorded during the 1&3 peaks, but they were (1) 298, (2)
306, (3) 305, (4) 316.
At 2800 rpm (6500, wandering up to 7200'), #'s 3 and 4 peaked at 1430
and 1410 resp., at 3.2 gph, and 1 and 2 at 1333 and 1352 resp., at
2.9 gph. Rpm went up to 2830. CHT's were (same order, 1,2,3,4)=
321,323, 311,and 322 when the last 2 cylinders peaked
At 2860 rpm (4500'), #3 peaked at 1431 F. at 3.1 gph, #4 at 1402 at
2.9, and #'s 1 and 2 at 1351 and 1337 respectively at 2.8 gph. Rpm
stayed the same, as near as I could tell. This ws the first test, and
I wasn't quit up to the task as yet. Once I got going, the recording
was a little better, but still not great.
These findings pretty much parallel the findings that I recorded with
the Bing carb, in that just a little rpm change can swap the hot EGT
from one side to another, or even on the same side. I've even seen
the higher numbers pass each other on the way up and down. Sometimes
I've seen #2 (left front) get up to the 1400's, but it doesn't seem
to last long. This tells me that both the Bing and the Rotec TBI
suffer from manifolding problems, or maybe just plain lack of
turbulence or even distribution of the fuel.
Overall, I don't think these numbers are too bad, and the spread of .
1 to .3 is better than the GAMI target of .5, but this is a smaller
engine, and the fuel doesn't have to go as far. That might be a naive
way to look at it, but it seems to make sense (so it's probably
wrong). : )
There ya go, engineers, have at it, and tell me what I missed. I plan
on running another test or more, so if anybody sees something I
should do different, holler.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 739.7 hrs
Sensenich 62"x46" Wood prop
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: ===============================================
_-= = Use utilities Day ================================================ - MATRONICS WEB FORUMS ================================================ - List Contribution Web Site sp; ===================================================
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Lynn Matteson
Joined: 10 Jan 2006
Posts: 2778
Location: Grass Lake, Michigan
|
| Posted: Wed Aug 19, 2009 12:01 pm Post subject: Results of GAMI Lean Tests |
|
|
Got any ideas, Bob, on how to change the airflow velocity? I'm all
ears. I'm envisioning a hacksaw cut into an intake tube and welding
in a steel plate of some size to slow down some of the flow, and
divert it to other tubes, but that's the shade-tree guy coming out of
me.
Realistically, though, maybe a more centralized carb, with equal-
length runners would help, but the oil pan is right in the
way....hmmmm, dry sump? Now we're going the way of Rotax, and that's
not good.
Of course, individual squirters into each intake tube, right at the
head would help, and I happen to know of a place out west that is
good at making these things. : ) The funny part of that idea is
that's the direction I was thinking of going when I learned about the
Rotec TBI.
I sure wish I had a junk Jabiru engine I could play around with, to
help visualize some ideas, and not have to spend so much time with my
cowl off, "imagineering" things.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 739.7 hrs
Sensenich 62"x46" Wood prop
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: flying
On Aug 19, 2009, at 10:59 AM, BobsV35B(at)aol.com wrote:
| Quote: | Good Morning Lynn,
Thanks for the data. I agree that the .1 split seems great.(As in
very good) At your fuel flows, I think a split of .3 needs to be
looked at, but for an engine that does not have direct cylinder
fuel injection, your numbers are pretty good. Small changes in
airflow velocity could certainly make the distribution change. All
in all, I would say things are going well!
Thanks again for letting us know what is happening.
Keep in mind that the actual temperatures attained are immaterial.
It is the split between when they go lean that is important.
That is why Al Hundere always refused to have the actual
temperature displayed on his ALCOR instruments.
Happy Skies,
Old Bob
In a message dated 8/19/2009 9:29:45 A.M. Central Daylight Time,
lynnmatt(at)jps.net writes:
<lynnmatt(at)jps.net>
I flew the GAMI Lean Test(s) today, and found the following: All
temps are in degrees F.
Three different tests, flown at 4500', 6000-6300', and
6500-7200'....these were supposed to be at a fixed altitude, but you
know how that goes, when you're busy writing things down, and nobody
else to keep track of the airplane.
Cutting right to the numbers, I showed a .1 gph spread on one test,
and two tests of .3 gph spread. Looking at the results, the rear
cylinders usually peaked first, and were in the 1387- 1430 range when
they did.
The front two cylinders usually peaked last, and were in the
1333-1352 range when they did peak. In one test, at 2750 rpm
(6000-6300'), #'s 1 and 3 peaked first at 2.8 gph, and 2 and 4
followed at 2.7 gph. Rpm had dropped down to 2700 during this test.
CHT's not recorded during the 1&3 peaks, but they were (1) 298, (2)
306, (3) 305, (4) 316.
At 2800 rpm (6500, wandering up to 7200'), #'s 3 and 4 peaked at 1430
and 1410 resp., at 3.2 gph, and 1 and 2 at 1333 and 1352 resp., at
2.9 gph. Rpm went up to 2830. CHT's were (same order, 1,2,3,4)=
321,323, 311,and 322 when the last 2 cylinders peaked
At 2860 rpm (4500'), #3 peaked at 1431 F. at 3.1 gph, #4 at 1402 at
2.9, and #'s 1 and 2 at 1351 and 1337 respectively at 2.8 gph. Rpm
stayed the same, as near as I could tell. This ws the first test, and
I wasn't quit up to the task as yet. Once I got going, the recording
was a little better, but still not great.
These findings pretty much parallel the findings that I recorded with
the Bing carb, in that just a little rpm change can swap the hot EGT
from one side to another, or even on the same side. I've even seen
the higher numbers pass each other on the way up and down. Sometimes
I've seen #2 (left front) get up to the 1400's, but it doesn't seem
to last long. This tells me that both the Bing and the Rotec TBI
suffer from manifolding problems, or maybe just plain lack of
turbulence or even distribution of the fuel.
Overall, I don't think these numbers are too bad, and the spread of .
1 to .3 is better than the GAMI target of .5, but this is a smaller
engine, and the fuel doesn't have to go as far. That might be a naive
way to look at it, but it seems to make sense (so it's probably
wrong). : )
There ya go, engineers, have at it, and tell me what I missed. I plan
on running another test or more, so if anybody sees something I
should do different, holler.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 739.7 hrs
Sensenich 62"x46" Wood prop
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: ===============================================
================================================ -
MATRONICS WEB FORUMS
================================================ - List
Contribution Web Site sp;
===================================================
www.matronics.com/contribution _-
============================================================
|
| | - The Matronics JabiruEngine-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?JabiruEngine-List |
|
_________________
Lynn
Kitfox IV-Jabiru 2200
N369LM |
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|
BobsV35B(at)aol.com
Guest
|
| Posted: Wed Aug 19, 2009 12:26 pm Post subject: Results of GAMI Lean Tests |
|
|
Good Afternoon Lynn,
Sounds to me like you are way ahead of anything I might suggest.
It is a two pronged problem. The first thing is to get equal air to each cylinder and the second thing is to get equal fuel to each cylinder.
Messing with the flow has the potential of upsetting the balance or making it better. I guess that is why we call it experimental!
Keep that information coming!
Remember that the mortal enemy of good enough is the search for perfection.
Happy Skies,
Old Bob
In a message dated 8/19/2009 3:01:47 P.M. Central Daylight Time, lynnmatt(at)jps.net writes:
| Quote: | --> JabiruEngine-List message posted by: Lynn Matteson <lynnmatt(at)jps.net>
Got any ideas, Bob, on how to change the airflow velocity? I'm all
ears. I'm envisioning a hacksaw cut into an intake tube and welding
in a steel plate of some size to slow down some of the flow, and
divert it to other tubes, but that's the shade-tree guy coming out of
me.
Realistically, though, maybe a more centralized carb, with equal-
length runners would help, but the oil pan is right in the
way....hmmmm, dry sump? Now we're going the way of Rotax, and that's
not good.
Of course, individual squirters into each intake tube, right at the
head would help, and I happen to know of a place out west that is
good at making these things. : ) The funny part of that idea is
that's the direction I was thinking of going when I learned about the
Rotec TBI.
I sure wish I had a junk Jabiru engine I could play around with, to
help visualize some ideas, and not have to spend so much time with my
cowl off, "imagineering" things.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 739.7 hrs
Sensenich 62"x46" Wood prop
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: flying
On Aug 19, 2009, at 10:59 AM, BobsV35B(at)aol.com wrote:
| Quote: | Good Morning Lynn,
Thanks for the data. I agree that the .1 split seems great.(As in
very good) At your fuel flows, I think a split of .3 needs to be
looked at, but for an engine that does not have direct cylinder
fuel injection, your numbers are pretty good. Small changes in
airflow velocity could certainly make the distribution change. All
in all, I would say things are going well!
Thanks again for letting us know what is happening.
Keep in mind that the actual temperatures attained are immaterial.
It is the split between when they go lean that is important.
That is why Al Hundere always refused to have the actual
temperature displayed on his ALCOR instruments.
Happy Skies,
Old Bob
In a message dated 8/19/2009 9:29:45 A.M. Central Daylight Time,
lynnmatt(at)jps.net writes:
--> JabiruEngine-List message posted by: Lynn Matteson
<lynnmatt(at)jps.net>
I flew the GAMI Lean Test(s) today, and found the following: All
temps are in degrees F.
Three different tests, flown at 4500', 6000-6300', and
6500-7200'....these were supposed to be at a fixed altitude, but you
know how that goes, when you're busy writing things down, and nobody
else to keep track of the airplane.
Cutting right to the numbers, I showed a .1 gph spread on one test,
and two tests of .3 gph spread. Looking at the results, the rear
cylinders usually peaked first, and were in the 1387- 1430 range when
they did.
The front two cylinders usually peaked last, and were in the
1333-1352 range when they did peak. In one test, at 2750 rpm
(6000-6300'), #'s 1 and 3 peaked first at 2.8 gph, and 2 and 4
followed at 2.7 gph. Rpm had dropped down to 2700 during this test.
CHT's not recorded during the 1&3 peaks, but they were (1) 298, (2)
306, (3) 305, (4) 316.
At 2800 rpm (6500, wandering up to 7200'), #'s 3 and 4 peaked at 1430
and 1410 resp., at 3.2 gph, and 1 and 2 at 1333 and 1352 resp., at
2.9 gph. Rpm went up to 2830. CHT's were (same order, 1,2,3,4)=
321,323, 311,and 322 when the last 2 cylinders peaked
At 2860 rpm (4500'), #3 peaked at 1431 F. at 3.1 gph, #4 at 1402 at
2.9, and #'s 1 and 2 at 1351 and 1337 respectively at 2.8 gph. Rpm
stayed the same, as near as I could tell. This ws the first test, and
I wasn't quit up to the task as yet. Once I got going, the recording
was a little better, but still not great.
These findings pretty much parallel the findings that I recorded with
the Bing carb, in that just a little rpm change can swap the hot EGT
from one side to another, or even on the same side. I've even seen
the higher numbers pass each other on the way up and down. Sometimes
I've seen #2 (left front) get up to the 1400's, but it doesn't seem
to last long. This tells me that both the Bing and the Rotec TBI
suffer from manifolding problems, or maybe just plain lack of
turbulence or even distribution of the fuel.
Overall, I don't think these numbers are too bad, and the spread of .
1 to .3 is better than the GAMI target of .5, but this is a smaller
engine, and the fuel doesn't have to go as far. That might be a naive
way to look at it, but it seems to make sense (so it's probably
wrong). : )
There ya go, engineers, have at it, and tell me what I missed. I plan
on running another test or more, so if anybody sees something I
should do different, holler.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 739.7 hrs
Sensenich 62"x46" Wood prop
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: ===============================================
================================================ -
MATRONICS WEB FORUMS
================================================ - List
Contribution Web Site sp;
===================================================
www.matronics.com/contribution _-
================================================================================================= Use utilities Day ================================================ - MATRONICS WEB FORUMS ================================================ - List Contribution Web Site sp; ===================================================
|
|
[quote][b]
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Lynn Matteson
Joined: 10 Jan 2006
Posts: 2778
Location: Grass Lake, Michigan
|
| Posted: Wed Aug 19, 2009 1:38 pm Post subject: Results of GAMI Lean Tests |
|
|
Yup, I've been warned that a perfectionist is someone who doesn't
know when good enough is good enough.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 739.7 hrs
Sensenich 62"x46" Wood prop
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: flying
do not archive
On Aug 19, 2009, at 4:25 PM, BobsV35B(at)aol.com wrote:
| Quote: | Good Afternoon Lynn,
Sounds to me like you are way ahead of anything I might suggest.
It is a two pronged problem. The first thing is to get equal air to
each cylinder and the second thing is to get equal fuel to each
cylinder.
Messing with the flow has the potential of upsetting the balance or
making it better. I guess that is why we call it experimental!
Keep that information coming!
Remember that the mortal enemy of good enough is the search for
perfection.
Happy Skies,
Old Bob
In a message dated 8/19/2009 3:01:47 P.M. Central Daylight Time,
lynnmatt(at)jps.net writes:
<lynnmatt(at)jps.net>
Got any ideas, Bob, on how to change the airflow velocity? I'm all
ears. I'm envisioning a hacksaw cut into an intake tube and welding
in a steel plate of some size to slow down some of the flow, and
divert it to other tubes, but that's the shade-tree guy coming out of
me.
Realistically, though, maybe a more centralized carb, with equal-
length runners would help, but the oil pan is right in the
way....hmmmm, dry sump? Now we're going the way of Rotax, and that's
not good.
Of course, individual squirters into each intake tube, right at the
head would help, and I happen to know of a place out west that is
good at making these things. : ) The funny part of that idea is
that's the direction I was thinking of going when I learned about the
Rotec TBI.
I sure wish I had a junk Jabiru engine I could play around with, to
help visualize some ideas, and not have to spend so much time with my
cowl off, "imagineering" things.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 739.7 hrs
Sensenich 62"x46" Wood prop
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: flying
On Aug 19, 2009, at 10:59 AM, BobsV35B(at)aol.com wrote:
> Good Morning Lynn,
>
> Thanks for the data. I agree that the .1 split seems great.(As in
> very good) At your fuel flows, I think a split of .3 needs to be
> looked at, but for an engine that does not have direct cylinder
> fuel injection, your numbers are pretty good. Small changes in
> airflow velocity could certainly make the distribution change. All
> in all, I would say things are going well!
>
> Thanks again for letting us know what is happening.
>
> Keep in mind that the actual temperatures attained are immaterial.
> It is the split between when they go lean that is important.
>
> That is why Al Hundere always refused to have the actual
> temperature displayed on his ALCOR instruments.
>
> Happy Skies,
>
> Old Bob
>
> In a message dated 8/19/2009 9:29:45 A.M. Central Daylight Time,
> lynnmatt(at)jps.net writes:
>
> <lynnmatt(at)jps.net>
>
> I flew the GAMI Lean Test(s) today, and found the following: All
> temps are in degrees F.
>
> Three different tests, flown at 4500', 6000-6300', and
> 6500-7200'....these were supposed to be at a fixed altitude, but you
> know how that goes, when you're busy writing things down, and nobody
> else to keep track of the airplane.
>
> Cutting right to the numbers, I showed a .1 gph spread on one test,
> and two tests of .3 gph spread. Looking at the results, the rear
> cylinders usually peaked first, and were in the 1387- 1430 range
when
> they did.
>
> The front two cylinders usually peaked last, and were in the
> 1333-1352 range when they did peak. In one test, at 2750 rpm
> (6000-6300'), #'s 1 and 3 peaked first at 2.8 gph, and 2 and 4
> followed at 2.7 gph. Rpm had dropped down to 2700 during this test.
> CHT's not recorded during the 1&3 peaks, but they were (1) 298, (2)
> 306, (3) 305, (4) 316.
>
> At 2800 rpm (6500, wandering up to 7200'), #'s 3 and 4 peaked at
1430
> and 1410 resp., at 3.2 gph, and 1 and 2 at 1333 and 1352 resp., at
> 2.9 gph. Rpm went up to 2830. CHT's were (same order, 1,2,3,4)=
> 321,323, 311,and 322 when the last 2 cylinders peaked
>
> At 2860 rpm (4500'), #3 peaked at 1431 F. at 3.1 gph, #4 at 1402 at
> 2.9, and #'s 1 and 2 at 1351 and 1337 respectively at 2.8 gph. Rpm
> stayed the same, as near as I could tell. This ws the first test,
and
> I wasn't quit up to the task as yet. Once I got going, the recording
> was a little better, but still not great.
>
> These findings pretty much parallel the findings that I recorded
with
> the Bing carb, in that just a little rpm change can swap the hot EGT
> from one side to another, or even on the same side. I've even seen
> the higher numbers pass each other on the way up and down. Sometimes
> I've seen #2 (left front) get up to the 1400's, but it doesn't seem
> to last long. This tells me that both the Bing and the Rotec TBI
> suffer from manifolding problems, or maybe just plain lack of
> turbulence or even distribution of the fuel.
>
> Overall, I don't think these numbers are too bad, and the spread
of .
> 1 to .3 is better than the GAMI target of .5, but this is a smaller
> engine, and the fuel doesn't have to go as far. That might be a
naive
> way to look at it, but it seems to make sense (so it's probably
> wrong). : )
>
> There ya go, engineers, have at it, and tell me what I missed. I
plan
> on running another test or more, so if anybody sees something I
> should do different, holler.
>
>
> Lynn Matteson
> Kitfox IV Speedster, taildragger
> Jabiru 2200, #2062, 739.7 hrs
> Sensenich 62"x46" Wood prop
> Electroair direct-fire ignition system
> Rotec TBI-40 injection
> Status: ===============================================
> ================================================ -
> MATRONICS WEB FORUMS
> ================================================ - List
> Contribution Web Site sp;
> ===================================================
>
>
>
>
> www.matronics.com/contribution _-
>
======================================================================
=========================== Use utilities Day
================================================ -
MATRONICS WEB FORUMS
================================================ - List
Contribution Web Site sp;
===================================================
www.matronics.com/contribution _-
============================================================
|
| | - The Matronics JabiruEngine-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?JabiruEngine-List |
|
_________________
Lynn
Kitfox IV-Jabiru 2200
N369LM |
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Terry Phillips
Joined: 11 Jan 2006
Posts: 346
Location: Corvallis, MT
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| Posted: Wed Aug 19, 2009 9:47 pm Post subject: Re: Results of GAMI Lean Tests |
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Lynn wrote
| Quote: | Three different tests, flown at 4500', 6000-6300', and
6500-7200'....these were supposed to be at a fixed altitude, but you
know how that goes, when you're busy writing things down, and nobody
else to keep track of the airplane. |
Lynn
If you're not familiar with Waiter and his data logger software, I suggest that check out
http://www.iflyez.com/EFISRecorder.shtml
With Waiter's software, a low level laptop can give second by second recording of your EFIS data. I believe the software is free. I'm planning to use it for my phase 1 tests ... when I get to that point.
Terry
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_________________
Terry Phillips
Corvallis, MT
ttp44<at>rkymtn.net
Zenith 601XL/Jab 3300 slow build kit - Tail feathers done; working on the wings. |
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Lynn Matteson
Joined: 10 Jan 2006
Posts: 2778
Location: Grass Lake, Michigan
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| Posted: Thu Aug 20, 2009 1:43 am Post subject: Results of GAMI Lean Tests |
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Thanks for the tip, Terry. I'll check it out.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 739.7 hrs
Sensenich 62"x46" Wood prop
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: flying
do not archive
On Aug 20, 2009, at 1:47 AM, Terry Phillips wrote:
| Quote: |
<ttp44(at)rkymtn.net>
Lynn wrote
> Three different tests, flown at 4500', 6000-6300', and
> 6500-7200'....these were supposed to be at a fixed altitude, but you
> know how that goes, when you're busy writing things down, and nobody
> else to keep track of the airplane.
Lynn
If you're not familiar with Waiter and his data logger software, I
suggest that check out
http://www.iflyez.com/EFISRecorder.shtml
With Waiter's software, a low level laptop can give second by
second recording of your EFIS data. I believe the software is free.
I'm planning to use it for my phase 1 tests ... when I get to that
point.
Terry
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Lynn
Kitfox IV-Jabiru 2200
N369LM |
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BobsV35B(at)aol.com
Guest
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| Posted: Thu Aug 20, 2009 4:21 am Post subject: Results of GAMI Lean Tests |
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Good Morning Terry,
That sounds like a great idea!
The one caution I would make is that we still need to go slowly. It takes time for of the temperature probe to stabilize and for the spinning turbine wheel of the fuel flow unit to stabilize. It is recommended that the fuel flow be allowed to stabilize for at least thirty seconds for each one tenth of a gallon change of fuel flow.
One more caveat. If you accidentally go two tenths of a gallon, don't try to go back.. Natural hysteresis will upset the data.
Take care with gathering the data and it's usefulness multiplies. For engines that cruise at twelve to fourteen GPH, three tenths of a gallon increments are adequate. For the Jabiru. I would shoot for one tenth of a gallon per check point. Not having to record the data manually sure helps!
Most of the above suggestions were stolen from the GAMI literature!
Happy Skies,
Old Bob
LL22
Stearman N3977A
In a message dated 8/20/2009 12:48:28 A.M. Central Daylight Time, ttp44(at)rkymtn.net writes:
| Quote: | http://www.iflyez.com/EFISRecorder.shtml
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[quote][b]
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Lynn Matteson
Joined: 10 Jan 2006
Posts: 2778
Location: Grass Lake, Michigan
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| Posted: Thu Aug 20, 2009 5:43 am Post subject: Results of GAMI Lean Tests |
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Speaking of turbine wheels......I would love to try a turbine wheel
right behind my TBI, to see if such a device would stir up the
mixture and possibly create (1) a better distribution of said
mixture, and (2) a better mixing of the mixture. When I worked at
the Chrysler Proving Grounds Wind Tunnel, we had coolant flow meters
that were built of stainless steel, and used a turbine wheel almost
exactly like I'd like to try. Maybe the diameter of those might have
been a bit small, but I mention that to possibly trigger some
thinking. I haven't done a search yet, but thought I'd pass the idea
out there, and maybe someone knows of such a thing. My idea of using
a small turbine wheel is not to supercharge.....not even to have the
wheel powered, but for it to just spin from the air passing by.
Powering it will be another chapter. : )
I've got my cowls off to do some fuel line mods, and in looking at my
intake runners.....boy, that are not THAT far off in length compared
to one another.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 739.7 hrs
Sensenich 62"x46" Wood prop
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: flying
On Aug 20, 2009, at 8:17 AM, BobsV35B(at)aol.com wrote:
| Quote: | Good Morning Terry,
That sounds like a great idea!
The one caution I would make is that we still need to go slowly. It
takes time for of the temperature probe to stabilize and for the
spinning turbine wheel of the fuel flow unit to stabilize. It is
recommended that the fuel flow be allowed to stabilize for at least
thirty seconds for each one tenth of a gallon change of fuel flow.
One more caveat. If you accidentally go two tenths of a gallon,
don't try to go back.. Natural hysteresis will upset the data.
Take care with gathering the data and it's usefulness multiplies.
For engines that cruise at twelve to fourteen GPH, three tenths of
a gallon increments are adequate. For the Jabiru. I would shoot for
one tenth of a gallon per check point. Not having to record the
data manually sure helps!
Most of the above suggestions were stolen from the GAMI literature!
Happy Skies,
Old Bob
LL22
Stearman N3977A
In a message dated 8/20/2009 12:48:28 A.M. Central Daylight Time,
ttp44(at)rkymtn.net writes:
http://www.iflyez.com/EFISRecorder.shtml
www.matronics.com/contribution _-
============================================================
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_________________
Lynn
Kitfox IV-Jabiru 2200
N369LM |
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