Today's Message Index:
----------------------
1. 11:00 PM - Re: Re: Hacman Gen 3 Mixture Control (Kingsley Hurst)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Hacman Gen 3 Mixture Control |
Remi,
When I requested more info from you I didnt expect you to go to the trouble you
have. Thank you so much.
I have my wife in hospital at this moment but when she is up and about again, I
will give it more consideration than I have been able to thus far.
Thanks again Remi.
Kingsley
Sent from my iPhone
> On 18 Dec 2019, at 1:29 am, Remi Guerner <air.guerner@orange.fr> wrote:
>
>
> "if you have any info available which you would be
> prepared to share on your leaning system Remi, I would very much
> appreciate same please. "
>
>
> Hello Kingsley,
> First I want to say that I am not the inventor off the principle of creating
a vacuum in the float bowl using an electric pump to lean the Bing carbs. This
leaning device was designed about 20 years ago by Michel Colomban, designer of
the Cri-Cri and MC100 on which the well known DynAero MCR series were based.
He designed his own pump to create the vacuum. The vacuum is adjusted through
a potentiometer and the mixture ratio is measured using an O2/ lambda probe.
Attached are some original Colomban's drawings (in French, sorry)
> My system uses an electric fuel pump (Pierburg E1F p/n 7.21440.51.0) to create
the vacuum. The vacuum side of the pump is connected to the two carb bowl vents
and the pressure side is connected to the airbox, through a combination of
polyurethane and silicone tubing, nylon tees and straight junctions. See attached
pictures. The vacuum is adjusted using a potentiometer and some electronics
to control the pump voltage. The actual voltage at the pump is being measured
during testing.
> Initial testing showed that the pump was way too powerful and I had to add a
by-pass around it which incorporates a calibrated .8 mm restrictor, to reduce
the effective vacuum. In order to calibrate the system on the bench, I measured
the vacuum using a U shaped clear tubing filled with water. (btw I remember
Colomban saying he was using red wine to better visualize the level). With the
by-pass, the system provides the following vacuum levels: 3 volts at the pump
mm H2O. 4V=30mm, 5.5V=40mm, up to 13V=220mm.
>
> Testing on the aircraft (912ULS + Airmaster prop):
> On the ground (altitude 2000ft): at 2700 RPM, progressively increasing the voltage
at the pump, RPM increases and when reaching 4 volts the RPM peaks at 2900,
then goes down and starts to run rough above 4V.
> at 4000 RPM, progressively increasing the voltage, when reaching 4 volts the
RPM decreases and engine starts to run rough.
> In flight at 10000ft, full throttle, 5000 RPM, propeller in Manual mode to freeze
the pitch, when reaching 4 volts the RPM decreases to 4900 and engine starts
to run rough.
>
> Interpretation of the results: the vacuum necessary to lean the mixture on a
Rotax 912ULS at 10000ft is 30mm H2O approx.
> Leaning on the ground at high idle increases the power, which means the idle
mixture was way too rich.
> Leaning at 10000ft does not increases the power at all. That means that, without
leaning, the mixture is not rich enough to prevent the engine to deliver full
power as it is with legacy aircraft engines. I suppose leaning would slightly
reduce fuel flow of the Rotax at this altitude but I had no means of measuring
the gain accurately and also no means of being sure I was not damaging the
engine. That is why I stopped the experiment at this point.
> Concerns regarding the pump: it is designed to pump fuel not air. In normal use
I suppose the fuel cools and lubricates the pump. Pumping air, even at reduced
voltage, the pump could be damaged. An alternative would be to use a ventilator.
I found some ventilators which are able to provide the required static
vacuum but I think there is a risk of overheating because there would be used
at zero flow, which is not what there are designed for. Some endurance testing
would be required to find out.
>
> Compared to the Hacman, the electric leaning system has a few advantages: there
is no modification of the carbs. It is fail safe: if the pump stops working
your are back to the normal configuration where Carb bowl pressure equals air
box pressure. In case of a problem, just switch it off.
>
> Now why is the high altitude behaviour of the Rotax so different from the legacy
aircraft engines? On Lycoming and Continental engines carburettors there is
a power enrichment device (improperly called "economizer" by Marvel Schebler)
which provides a lot richer mixture when the throttle nears the full forward
position. This is necessary to better cool the cylinders heads to prevent detonation
at full sea level power. At 10000ft, full throttle will give only about
55-65% power, depending on the prop, so the power enrichment is not necessary
anymore. Then the power enrichment and the effect of air density combine to
provide an extremely overrich mixture. At full rich at 10000ft, those engines
will run rough and the spark plugs may foul if you do not lean. When leaning appropriately,
you will see a very significant increase of power.
>
> On the 912 and 912S, the figures provided by ROTAX in the Owner Manual show that
the specific fuel consumption at full sea level power is the same as at cruise
power. So obviously there is no power enrichment system. (there is one on
the 914 but that is another story). The Rotax water cooled cylinder heads temp
are a lot lower than those of the air cooled legacy engines and that makes
detonation a lot less likely, therefore a richer mixture at full throttle is unnecessary.
So at 10000 ft ,the 912 is running slightly too rich due to the reduced
density but not to the point of limiting the available power. Flying at
16000 ft over the top of the Mont Blanc, the Rotax runs flawlessly. An appropriate
leaning device would for sure provide some fuel saving at high altitude
but more testing would be necessary to find out how much.
>
> The attached photos show the pump installed on top of the starboard foot well,
the connection to the carbs and airbox (blue and black tubing), the by-pass
(blue tubing connected to two tees), the controller and voltmeter on the passenger
seat.
>
> Remi
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=493867#493867
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/p9050002a_2_155.jpg
> http://forums.matronics.com//files/p9050004a_2_148.jpg
> http://forums.matronics.com//files/p9050005a_2_501.jpg
> http://forums.matronics.com//files/p9050006__copie_662.jpg
> http://forums.matronics.com//files/correcteur_altimtrique_pour_carbu_bing_2_540.pdf
> http://forums.matronics.com//files/correcteur_altimtrique_pour_carbu_bing_1_196.pdf
>
>
>
>
>
>
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|