Ian, Thank you. I will definitely look at both plungers.
Best regards Jarek On Thu, 26 Dec 2019 at 00:00, Ian Mc Phee <[email protected]> wrote: > 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 >>> >>> >>> >>> >>>
