I go on colour (av gas for testing for colour), CHT (do all 4 digitally) and maximum deviation is 8deg C but often ass low as 5 deg C and EGT with a cheap dual analogue and it is of limited use.
I seem to remember the bottom jet and needle controls fuel at 80% power to full power and below that is the top jet controls fuel for cruise etc. I am more familiar with Bing's these days but the CD150 is similar. 8 do know if there is any sucking of air inlet manifold it effects both sides and not just the side of the leak. A bit of an aside but been having issues going onto full power on take off and if done real slow over 15 seconds no issues. Do it over 5 sec engine would not go full revs at first till you had just broken ground. I even added extra spring to bring it better to full throttle. Then suggested to me as was not running rich it was a pin hole in diaphragm but was perfect BUT on second carb I noticed some scour marks on engine side of the plunger with the needle. I polished the aluminium first with emery then worked up with 400, 600 and 1200 wet and dry. Totally fixed. Plunger was binding or sticking on its way up. So simple to fix. This has been creeping up on me over 9 months. Ian McPhee +61 428847642 Box 657 Byron Bay NSW 2481 Australia On Thu, 26 Dec. 2019, 09:01 Jarek Steliga, <[email protected]> wrote: > Hello Martin, > > I did the very opposite thing! Suspecting that it was the insufficient > supply of fuel that caused the problem, I lifted the metereing needles all > the way up from neutral (flush). This manoeuvre changed nothing except > (predictably) making the plugs even blacker. The CHT behave normally. I am > afraid the snag lies elsewhere, but many thanks for your suggestion. > > > Regards > Jarek > > > > On Wed, 25 Dec 2019 at 22:30, Martyn Cook <[email protected]> wrote: > >> Hi Jarek >> >> Maybe now that you have blocked the air leaks around the throttle shaft >> the engine is running a little rich? That would certainly reduce your peak >> rpm. >> >> I have found getting the mixture correct on each side to be a bit >> tricky. I adjusted the mixture on mine a bit at a time, watching the >> degree of "blackness" on the spark plugs, plus the CHT behaviour. But I >> was taking it for a flight then adjusting when back on the ground. >> >> Maybe others know of a way to get the mixture setting correct on the >> ground? >> >> Kindest regards >> Martyn >> >> -- >> >> >> >> On 26/12/19 9:37 AM, Jarek Steliga wrote: >> >> >> >> Hello everyone, >> >> I have replaced the throttle shafts and the throttle plates. Fortunately >> it looks like no rebushing will be necessary. The engine became far more >> stable now and responds precisely to throttle control inputs. Clearly the >> badly worn out throttle shaft was (at least partly) where the shoe pinched. >> However, strangely enough, the engine will not rev up beyond static 2500 >> RPM. See the attached video. I am faced with yet another conundrum. >> max static RPM 2500.3gp >> <https://drive.google.com/file/d/17rdy2gc83H4FCpMXqlTOlBn-KBV8kVJA/view?usp=drive_web> >> Also the engine will not respond to throttle control beyond ca 4 cm >> before the max power position. >> >> I am not sure if it's safe for me to attempt a take off as before the >> throttle repair, the engine had reved up to static 2600 / 2700. >> >> I am looking forward to your thoughts. >> >> Best regards >> Jarek >> >> >> >> >>
