Have you synchronised the carbs to make sure the throttle butterflies are tracking together with a full range of movement? regards Rob
Rob Thompson 0429 493 828 On Mon, Dec 30, 2019 at 6:05 AM Jarek Steliga <[email protected]> wrote: > > 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 >>>> >>>> >>>> >>>> >>>>
