1II DOT/FAA/CT-82/110
J I 'I .., ,; ,{ 7:~ Ioi Engine Performance ~" -,-. -- Comparison Associated with FAA WJH Technical Center Carburetor Icing During \\,,\\\ "III"IIIml ~I~ 1\\\\\\ft\\\1\ 1\11 11\\ "00026218" Aviation Grade Fuel and Automotive Grade Fuel Operation
William Cavage James Newcomb Keith Biehl
AVAILABLE IN AUG lR 1("; ELECTRONIC FORMAT TECHNICAL Ct AIUHTIC C'
May 1983
Final Report
This document is available to the U.S. public through the National Technical Information Service, Springfield, Virginia 22161.
. 1, J
US Department of TransportatIOn Federal Aviation Administration Technical Center Atlantic City Airport, N.J. 08405 fAA TECHNICAL CENTER LIBRARY NJ - / •. -t'
NOTICE
This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no li.!lbil ity for the contents or use thereof. nle United States Gov~rru:.lei\t dOES no:: endorse pi-'oducts or manl!facturers. Trade or manufacturer IS names appear herein solely becaUSE they are considered Essential to the object of this report. Technical keport Documentation Page
1. Report No. 2. Government Accession No. 3. Recipient's Cotalog No. pOT/FAA/CT-82/110 4. Title and Subtitle 5. Reporl O.Ia ENGINE PERFORMANCE COMPARISON ASSOCIATED WITH May 1983 ~ARBURETOR ICING DURING AVIATION GRADE FUEL AND 6. Parl.rming Organisation Coda ~UTOMOTIVE GRADE FUEL OPERATION f---::----..,.....,.~------~------____fB. Performing Organi zation Report No. 7. Authorl sJ William Cavage, James Newcomb, and Keith Biehl DOT/FAA/CT-82/110 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Federal Aviation Administration technical Center 11. Contract or Grant No. Atlantic City Airport, New Jersey 08405 184-320-120 13. Type of Report and Period Covered r------~~------____i 12. Sponsoring Agency Name and Address U.S. Department of Transportation Final Federal Aviation Administration January 1982 - July 1982 ~tlantic City Airport, New Jersey 08405 14. Sponsoring Agency Code
15. Supplementary Notes
16. Abstract ~ comprehensive sea-level-static test cell data collection and evaluation effort to eview operational characteristics of "off-the-shelf" carburetor ice detection/ warning devices for general aviation piston engine aircraft during operation on aviation grade fuel and automotive grade fuel. Presented herin are results, obser vations and conclusions drawn from over 250 hours of test cell engine operation on 100LL aviation grade fuel, unleaded premium and unleaded regular grade automotive rFuel.
~ea-level-static test cell engine operations were conducted utilizing a Teledyne ~ontinental Motors 0-200A engine and a Cessna 150 fuel system to review engine pperational characteristics on 100LL aviation grade fuel and various blends of auto Plotive grade fuel as well as carburetor ice detectors/warning devices sensitivity/ ~ffectiveness during actual carburetor icing. The primary purpose of test cell engine operation was to observe real-time carburetor icing characteristics asso ~iated with possible automotive grade fuel utilization by pistion-powered light general aviation aircraft. In fulfillment of this task, baseline engine operations were established with 100LL aviation grade fuel followed by various blend of auto notive grade fuel prior to imposing carburetor icing conditions and assessing opera- ional characteristics.
17. Key Words 18. Oi stribulion Statement ~neral Aviaton Aviation Grade Fuel Document is available to the U.S. public ~ight Aircraft Automotive Grade Fuel through the National Technical Information Pistion Engine Service, Springfield, Virginia 22161 ~arburetor Ice Garburetor Ice Detection/Warning 19. Security Ciani!. (of this report) 20. Securily Classif. (of this page) 21. No. of Pages 22. Pri ce
Unclassified Unclassified 117 Form DOT F 1700.7 (8-72) Reproduction of completed page outhorized ACKNOWLEDGEMENTS
The Federal Aviation Administration Technical Center wishes to extend its appre ciation to the following individuals/corporations which donated equipment t tech nical information and time during the fulfillment of this program test effort:
Mr. E. Zercher (Propellers) Sensenich Corporation Lancaster t Pennsylvania
Mr. J. Wells and Mr. L. Burgess (Aircraft Fuel System) Pawnee Division t Cessna Aircraft Company Wichita t Kansas
Mr. R. Dunklau (Carburetors) Marvel-Schebler Division of Borg-Warner Corporation Decatur t Illinois
Mr. J. Kirwin (Carburetor) Bendix Energy Control Division of Bendix Corporation South Bendt Indiana
McCauley Accessory Division (Propeller) Vandalia t Ohio
Mr. F. Hale t and Mr. B. Rezy (Test Cell Equipment) Teledyne Continental Motors Mo bile t Alabama
Mr. R. Cathers (Published Articles) Aircraft Owners and Pilots Association Washingtont D.C.
Mr. H. Zeisloft (Data) Experimental Aircraft Association Oshkosh t Wisconsin
Mr. R. Newman (Data) Crew Systems Consultants Yellow Springs t Ohio
Mr. R. Friedman Dataproducts t New England Wallingford t Connecticut
~rr. C. Shivers t Jr. Birmingham t Alabama
As addressed throughout this report t ice accumulation can commence at various times and locations with little or no change t or degradation to engine performance. Hence t the reader should not expect to find explicit engineering data within this report which will pin-point exact cause or time when ice accumulation has commenced
iii at a specific location. Due to the insidious nature of carburetor icing, data results were best derived by optical (video) observation which was largely utilized during test cell pata acquisition on carburetor ice detection device sensitivity/ effectiveness.
iv TABLE OF CONTENTS
Page
EXECUTIVE SUMMARY viii
INTRODUCTION 1
Purpose 1 Background 2 Objective 3 Approach 4
BASIC CONSIDERATIONS 6
Type of Ice 6 Formation Characteristics 6 Icing Parameters 6 Operational Characteristics 6
TEST CELL EQUIPMENT 7
Engine 7 Cooling System 8 Fuel System 8 Induction Air System 10 Ice Monitoring System 10 Data Acquisition System 11
ENGINE TEST SEQUENCE 12
Break-In Run 12 Baseline Test 1 12 Baseline Test 2 12 Carburetor Ice Detector Devices 13
DISCUSSION 14
Engine Performance Changes Due to Fuel Type 14 Engine Performance Changes Due to Carburetor Ice 16
CONCLUSIONS 25
General Observations 25 Related Facts 27
REFERENCES 28
APPENDICES
Appendix A- Carburetor Ice Bibliography Appendix B- Carburetor Ice Detection Devices Appendix C- Baseline Test 1 Sequence Data Appendix D- Baseline Test 2 Sequence Data
v TABLE OF CONTENTS (Continued)
Page
Appendix E- Pictorial Presentation of Engine Test Cell Installation Appendix F- Corrected Test Cell Engine Performance Data Appendix G- Engine Performance Baseline Data lOOLL Avgas Appendix H- Engine Performance Baseline Data Unleaded Premium Autogas Appendix I- Engine Performance Baseline Data Unleaded Regular Autogas Appendix J- Real-Time Carburetor Ice Photographs
vi LIST OF ILLUSTRATIONS
Figure Page
1 Carburetor Icing Probability Chart: Ministry of 2 Transport - Canada
2 Carburetor Ice Detector Evaluation System 4
3 Test System Schematic 9
4 Induction System Temperature Distribution 17
5 Intake Valve Port Temperature Versus RPM (Mixture Rich) 18
6 Carburetor Temperature Data Versus RPM 19
7 Throttle Plate Temperature Versus RPM 23
8 Throttle Plate Temperature Versus RPM (Three Grades of Fuel) 24
9 Time (Minutes) from 59° F to Ice Formation Versus RPM 24
10 Idle Jet Pressure Versus RPM (No Ice) 26
11 Idle Jet Pressure Versus RPM (With Ice) 26
LIST OF TABLES
Table Page
1 Test Parameters 5
2 Engine Test Sequence 13
vii EXECUTIVE SUMMARY
This report "Engine Performance Comparison Associated with Carburetor Icing During Aviation Grade Fuel and Automotive Grade Fuel Operation" represents observations. test data and conclusions obtained during sea-Ievel-static test cell engine opera tion at the Federal Aviation Administration Technical Center. During the accom plishment of this test effort, a comprehensive data collection and evaluation review was made associated with operational characteristics of "off-the-shelf" carburetor ice detection/warning devices for general aviation piston engine air craft during operation on aviation grade fuel and automotive grade fuel. Various blends of unleaded premium and regular automotive grade fuel obtained from local automotive service stations were utilized for engine performance data collection as compared to lOOLL aviation grade fueL Unleaded automotive fuel rather than standard leaded automotive fuel was selected due to its low lead content and decreasing supply of leaded fuels over the years.
As a result of several hours of Continental 0-200A aircraft engine operation. it was noted that a minor performance change could be seen between aviation and automotive fuels. This change related to horsepower/torque while engine and exhaust temperatures remained the same. Off-the-shelf carburetor ice detection/ warning devices operated the same on all fuels tested as did carburetor icing characteristics. It was noted however. that the carburetor had a tendency to commence icing twice as soon with automotive grade fuel as compared to lOOLL aviation grade fuel.
viii INTRODUCTION
PURPOSE.
The Federal Aviation Administration (FAA) Technical Center's propulsion effort is centered on the safety and reliability aspects of propulsion systems for both turbine and piston engines. The detailed planning and objectives of the FAA Technical Center's propulsion program are documented in FAA report (reference 1). Aircraft piston engine safety and reliability is highlighted as an area of concern, particularly induction system problems associated with carburetor icing, induction system moisture ingestion, and carburetor anti-deicing.
The detailed objectives of this specific effort were to: (1) establish test cell engine operation during carburetor ice producing conditions, (2) optically observe real-time carburetor icing operating conditions, and (3) observe/review operational characteristics of "off-the-shelf" carburetor ice detection equipment and engine performance degradation as related to 100LL aviation grade fuel/unleaded automotive grade fueL
These investigations were completed and reported in another report (reference 2).
In considering the use of automotive gasoline (autogas) in general aviation piston engines, it has long been suspected that the high reid vapor pressure of autogas may increase the tendency of carburetor ice formation. The FAA Office of Air worthiness requested that the investigations noted in reference 2 be expandeed to include an evaluation of the use of autogas relative to its effect on carburetor ice formation. This report documents this expanded effort.
BACKGROUND.
Accident/incident data involving conditions conducive to carburetor/induction sys tem icing as a cause/factor are available from the FAA computer system located in Kansas City, Missouri, which contains both FAA and National Transportation Safety Board (NTSB) data. A review of this data reveals a substantial number of occur rences where carburetor icing was the "most probable cause" of general aviation engine failure while in flight. The term "most probable cause" is used due to difficulty in substantiating the insidious culprit which generally dissipates prior to examination of engine conditions.
The NTSB continues to indicate a number of accidents each year in which carburetor icing was reported or suspected. The NTSB accident/incident data, together with the Technical Center's independent search of FAA's national computer data base, (i.e., Accident/Incidents Data System (AIDS», were the basis for determining over all scope of the carburetor icing problem. For the purpose of this report, the AIDS was used since it contained NTSB and FAA data and was readily accessible. The AIDS data are compiled from aircraft registry, NTSB records, National Flight Data Center, Flight Standards National Field Office Safety Information tables, and reports submitted by field inspectors. Examples of information that may be obtained are: location, date, aircraft ratings, cause factors, contributing fac tors, number of fatalities, flying condition, etc. This data bank is accessible through United Computer Systems in Kansas City, Missouri, with current data avail able from 1976 to present. A more detailed AIDS data breakdown is presented in reference 2, while additional historical data is available from items listed in appendix A bibliography.
1 The NTSB, FAA, military, Foreign Aviation Agencies, and various pilot organizations have files full of technical reports and published articles dealing with carburetor icing accidents/incidents. The topic has been well researched and published, pro viding icing probability curves (figure 1) developed by the Canadian Ministry of Transport for pilot education to preclude a dangerous situation. Various individ uals have directed their efforts toward developing cockpit instrumentation capable of warning the pilot of actual ice formation, or at least alerting them to the fact that carburetor conditions are conducive to ice formation (depending on atmospheric properties). Other individuals have pursued carburetor modification which would limit engine power loss during carburetor icing and prevent engine stoppage.
~"""'lI,..,r-"""'lI....,90
ICING- D GLIDE AND CRUISE POWER K\\iJ SERIOUS ICING ~ AT GLIDE POWER 60 V'o"i SERIOUS ICING ">i AT CRUISE POWER
ICING IN PRESSURE 50 ~ TYPE CARBURETORS ... II z ....0 sw 40 Q
30
20
10
0 50 50 70 80 90 100 110 AMBIENT TEMPERATURE OF
FIGURE 1. CARBURETOR ICING PROBABILITY CHART MINISTRY OF TRANSPORT - CANADA
With the advent of aviation grade fuel shortages (both regional and spot shortages) plus continued price escalation, numerous individual/aviation organizations have considered aircraft flight operations on fuels other than that originally utilized for aircraft type certification approval. Most requests received by FAA field offices around the country address automotive grade fuel (autogas) usage as a replacement for the aviation grade fuel (avgas) which was originally specified in the aircraft type certificate and flight manual.
An additional review of NTSB accident/incident data also indicated that nu~erous aircraft operations are taking place with unauthorized autogas. As a result, the FAA Technical Center was requested to initiate an avgas versus autogas program to review work previously accomplished, fuel specification differences, aircraft operational problems/fuel system failure modes, and possible solutions/protection procedures. As part of this program, an analysis of carburetor icing characteris tics, engine operational performance degradation, and "off-the-shelf" carburetor ice detection equipment operation were undertaken to ascertain effects associated with autogas usage.
As pointed out in reference 2, engine manufacturers are required to design and construct intake passages to minimize the danger of ice accretion, according to Federal Aviation Regulations (FAR) 33.35(b). Actual engine operation under carbu retor icing conditions is not a requirement imposed on the engine manufacturer by the FAR's. In addition, the engine manufacturers point out that carburetor icing is a problem which must be scrutinized on an individual aircraft model installation basis. Therefore, engine manufacturers do little, if any, engine test cell work relative to carburetor icing problems. The final link in the carburetor icing chain is the aircraft manufacturer. As per FAR 23.929 and 23.1093, aircraft man ufacturers are required to provide a means of increasing carburetor air temperature by 90° F. Actual aircraft/engine operation in carburetor icing conditions is not imposed by the FAR's and the FAR's remain mute on the topic of ice detection equipment requirements as related to satisfactory engine operation. Some aircraft/ engine manufacturers do offer Supplemental Type Certificate (STC) approved carbu retor ice detection/warning equipment as optional instrumentation. However, a question arises as to what effect, if any, will be imposed on equipment and carbu retor icing tendency during operation on autogas rather than avgas. Of particular interest is the question relative to what would happen to the Canadian Ministry of Transportation carburetor icing probability chart, figure 1, which was originally developed with avgas, if operational performance data were obtained with various blends of autogas. It should be noted, however, that such an effort was beyond the scope of this program.
OBJECTIVE.
Based on the information obtained during the overall background review of carbu retor icing problems, a program test plan was developed. Following are the objectives of the plan:
1. Instrument a test engine to obtain necessary performance data indicating performance changes, if any, due to fuel changes/carburetor icing.
2. Review commercial market and attempt to obtain a copy of each carburetor ice detector/warning device utilized on general aviation piston engine aircraft.
3. Establish a standard engine test cycle.
4. Perform a baseline engine performance test run on 100LL avgas.
5. Perform a baseline engine performance test run on unleaded premium autogas.
6. Perform a baseline engine performance test run on unleaded regular autogas.
7. Establish test cell engine operation under known icing conditions and observe operational characteristics of commercial off-the-shelf devices.
8. Determine internal carburetor locations where ice accumulation takes place as a result of avgas versus autogas.
3 9. Ascertain how ice formation propagates through th~ carburetor as related to avgas versus autogas.
10. Determine carburetor operation during ice manifestation and note what may result from changing fuel, avgas versus autogas.
11. Determine best location of the carburetor ice detection device to give desired information and note any location changes that may be necessary to accom modate avgas versus autogas.
APPROACH.
Through in-house FAA Technical Center test cell investigations, repeatable carbure tor ice producing conditions were established during engine operation on 100LL avgas, unleaded premium autogas and unleaded regular autogas. With strategically positioned borescopes, actual internal carburetor ice formation/propagation was monitored/video recorded while engine performance parameters were recorded during actual engine operation. Figure 2 depicts carburetor instrumentation utilized for testing while table 1 contains a listing of all test parameters measured and recorded during test cell engine operation.
TV OBSERVATION LOCATION IDLE JET PRESSURE "------TEST ADAPTER °c IN "-~ Hg ~-~~~ .rY"~~T7T---- THROTTLE PLATE °c --ICE DETECTOR (TYPICAL)
-- WALL TEMPERATURE °c (3 AROUND CARB. BODY)
FLOAT BOWL TEMP. "c ADAPTER TEMP. °c TEMPERATURE 'c'
PLENUM f---i------' I HUMIDITY PLENUM TV OBSERVATION LOCATION PERCENT R.H. PRESSURE IN H20
FIGURE 2. CARBURETOR ICE DETECTOR EVALUAITON SYSTEM
4 TABLE 1. TEST PARAMETERS
Signal Name Units
#3 Induction Valve Port Temperature °c #3 Induction Tube Upper Temperature °c #3 Induction Tube Lower Temperature °c #4 Induction Valve Port Temperature °c Left Fuel Tank Temperature (Autogas) °c Right Fuel Tank Temperature (Avgas) °c Oil Tank Temperature °c Sediment Bowl Temperature °c Upper Throttle Plate Metal Temperature °c Lower Throttle Plate Metal Temperature °c Float Bowl Fuel Temperature °c #1 Carburetor Metal Temperature °c #2 Carburetor Metal Temperature °c #3 Carburetor Metal Temperature °c #4 Carburetor Metal Temperature °c Carburetor Adaptor Top Temperature °c #1 Cylinder Head Temperature °c #2 Cylinder Head Temperature °C #3 Cylinder Head Temperature °c #4 Cylinder Head Temperature °C Engine Oil Temperature °c Carburetor Adaptor Bottom Temperature °C Cowling Air Temperature °c Water Temperature °c Test Cell Temperature °c Air Conditioner Outlet Temperature °c Plenum Air Temperature °c Supply Air Temperature °c #1 Exhause Gas Temperature °C #2 Exhaust Gas Temperature °c #3 Exhaust Gas Temperature °C #4 Exhaust Gas Temperature °c Fuel Flow GPH Throttle Plate Position % open Fuel Pressure PSIG Engine Speed RPM Horsepower HP Torque FT-LBS Oil Pressure PSIG Carburetor Temperature Probe 1 °c Cowling Pressure IN-H20 Carburetor Ice Probe 1 VDC Supply Cooling Air Pressure PSIG Plenum Pressure IN-H20 Dew Point (inside plenum chamber) °c Ice Indication VDC Manifold Pressure IN-Hg Idle Jet Pressure IN-Hg Barometric Pressure IN-HgA Fuel Switch (avgas/autogas) VDC
5 BASIC CONSIDERATION
TYPES OF ICE.
Ice may form in the induction system and carburetor of reciprocating engines in the following ways:
1. Impact of water droplets in the induction air on surface whose temperature is below 32° F (0° C).
2. Cooling to below 32° F of the water vapor in induction air by expansion across throttle plate venturi. This expansion process produces a temperature drop which may approach 30° F.
3. As fuel is introduced into the carburetor airstream, water entrained or dis solved in the fuel is cooled to below 32° F.
4. Cooling of moisture-laden induction air to below 32° F, due to fuel evaporation as fuel is introduced into the carburetor airstream.
When a liquid evaporates, a certain amount of heat transfer takes place which cools the surrounding environment. The maximum temperature drop with a stoichiometric mixture in piston engine aircraft carburetors will be approximately 3]0 F. As such, the total temperature drop through a carburetor may approach 70 F.
FORMATION CHARACTERISTICS.
Based on data obtained during reference 2 testing, it was known that the major ice formation location was the front and back side of the throttle plate. As addressed in the DISCUSSION portion of this report, the throttle plate was the coldest por tion of the carburetor and, therefore, most susceptible to ice accumulation. As expected, ice formation locations and patterns around the throttle plate changed with engine speed.
ICING PARAMETERS.
Factors/parameters which are critical for ice formation are carburetor air temperature/ambient air temperature, humidity, and throttle plate angle. Throttle plate angle which relates to engine (rpm) also relates to the amount of ambient air flowing through the engine. This interrelationship has the largest impact on carburetor metal temperature and as such, ice accumulation rate. Fuel temperature and mixture setting (rich/lean) were found to have an insignificant impact on ice formation, location, or rate, as related to the test cell engine installation utilized during testing. Actual flight testing by Newman (reference 3) indicates a detectable tendency for mixture setting to affect icing rate based on five carbure tor icing encounters.
OPERATIONAL CHARACTERISTICS.
Most carburetor icing accident reports place final blame as pilot error, due to pilot in command of the aircraft having final authority and responsibility for the safe conduct of flight operations. While this is a true statement from the FAR
6 standpoint, the question remains as to why the pilot allowed conditions to deter iorate to a point of no recovery.
Cockpit instrumentation, depending on aircraft configuration, which provide indi cations of aircraft/engine performance deterioration are rpm, airspeed/altimeter, exhaust gas temperature (egt), and manifold pressure. As carburetor ice accumula tion commences, engine rpm will gradually decay with a fixed pitch propeller and manifold pressure will decay with a constant speed propeller. This decay will be followed by a loss of airspeed if constant altitude is maintained, or a loss of altitude if aircraft trim is allowed to maintain constant airspeed. As noted under the GENERAL OBSERVATIONS portion of this report, ice accumulation generally pro duces mixture enrichment which leads to a reduction in egt and is accompanied with a rough running engine.
Ice accumulation rate depends on atmospheric conditions, but generally is very steady and persistent. This brings about a steady change to aircraft/engine performance and as such, lends itself to catching the pilot unaware. Due to this steady change, some indications such as egt change are difficult to detect, although not impossible.
In addition to the standard cockput instrumentation required by FAR's, there are optional instruments available on the market shelf which have been approved by the FAA on a no-hazard basis with the issuance of STC's for installation in type certificated aircraft. Such instruments are approved as optional equipment only and flight operations should not be predicated on their use. Appendix B contains a listing of all known devices which are presently available or which will shortly be available as "off-the-shelf" equipment.
TEST CELL EQUIPMENT
ENGINE.
The test engine was a Teledyne Continental Motors zero time factory overhauled 0-200A, serial number 231139-R, naturally aspirated, overhead valved, air cooled, horizontally opposed, direct drive, wet sump aircraft engine, with a bore and stroke of 4.06 inch x 3.88 inch for a total displacement of 201 cubic inches. The compression ratio was 7.0;1 with a firing order of 1-3-2-4.
The wet sump oil system has a 6-quart capacity with a standard gear type pump and no oil cooler. The engine contains hydraulic tappets while the cylinder walls/ pistons are spray lubricated. Normal operational oil pressure was 30 to 60 pounds per square inch gage (psig).
The Cessna 150 gravity feed fuel system produced 0.9 pounds per square inch (psi) pressure at the carburetor inlet with a full tank of 13 gallons, 100 low-lead avgas or autogas. Test installation carburetor system was a standard Marvel-Schebler Model MA-35PA, part number 10-5128 which had been especially instrumented to provide desired data parameters for test.
The test installation engine had a dual magneto, radio shielded ignition system where the right magneto fired the upper spark plugs and the left magneto fired the lower plugs. The magnetos were Slick Model 4201 with impulse couplings. Both magnetos drove clockwise, with a one-to-one drive ratio to the crankshaft and timed to 24° before top dead center (BTDC).
7 COOLING SYSTEH.
The cooling system consisted of an air moving and heat unit, a pressure regulating and shutoff valve, an engine cooling hood, ducting and various pressure, and temperature probes. The air moving and heating unit was self-contained with a 6,000 ft3/min (CFM) centrifugal blower, 20 Horsepower (HP), 3,600 rpm, 240 volt 3-phase, 60 hertz (Hz) motor. A one million British Thermal Unit (Btu) per hour burner using JP4 fuel with boiler, expansion tank and heat exchanger was also included.
A 24-inch diameter sheet metal duct with temperature and pressure probes was utilized to connect the air moving unit, pressure regulating and shutoff valve, and 18-inch diameter flex duct which attached to the top of engine cooling hood. The pressure regulating and shutoff valve was a sheet metal tee with a set of louvers and regulating slide on the top to allow excess pressure/airflow to escape. The regulating portion had coarse and fine adjustment to allow for easy major settings and daily ambient changes, while the branch portion had shutoff louvers prior to the 18-inch engine ducting.
The engine cooling hood was a sheet metal box on top of the cylinders which conver ted the velocity of the cooling air into a pressure differential to move air across the cooling fins carrying away engine heat. The box had a total temperature probe and static ports to read cooling air pressure and temperature inside the hood assembly. There were high temperature rubber seals next to each cylinder to force air across the fins, rather than around them. The top of the hood was basically a transition section changing the 18-inch round flex duct to the shape of the cylinder box.
FUEL SYSTEM..
The test installation fuel system utilized a standard factory manufactured Cessna 150 aircraft fuel system from fuel tanks to carburetor inlet with the exception of two slight modifications. The first modification was an installation of two normally closed llS-volt alternating current (a.c.) 9/32-inch orifice solenoid shutoff valves. One each of these valves was placed in the left and right fuel tank supply line just prior to "T" connection in front of standard aircraft fuel line shutoff valve. This modification was implemented to facilitate instantaneous selection of either left or right fuel tank which contained different fuel. During installation of solenoid shutoff valves, an equal length of fuel line was removed so as to maintain as accurate as possible overall system design. For the duration of this test effort, 100LL avgas was always placed in the right fuel tank (when viewed from behind the engine) and test autogas fuel was placed in the left fuel tank.
The second modification encompassed a turbine fuel flow meter installation down stream of the standard aircraft fuel system shutoff valve. This installation location was selected since it would allow continuous fuel flow measurement from either fuel tank. During flowmeter installation, an equal length of fuel line was also removed so as to maintain as accurate as possible overall system design.
Individual left and right fuel tank quick drain valves were removed to facilitate thermocouple installation with Swagelokm fittings. This installation allowed in tank fuel temperature data recording from a position I-inch above fuel tank bottom. In addition, one thermocouple was placed inside the standard aircraft fuel strainer
8 assembly by utilizing cylinder primer line access port. This position provided an actual fuel temperature data point without disrupting fuel line flow. All fuel lines were covered with insulation to reduce ambient temperature impact on fuel. The carburetor instrumentation included two throttle plate temperatures. three metal temperatures. a float bowl fuel temperature. carburetor air inlet temperature (lower borescope adapter. figure 3). and a carburator fuel-air exit temperature (upper borescope adapter. figure 3). Idle jet pressure and inlet fuel pressure were also instrumented. The carburetor was enclosed in a metal box to pssist in controlling ambient temperature and simulate engine cowling conditions. There were openings in the box for throttle. mixture control. fuel line. instrumentation wires. tubes and to allow air to exhaust. Two thermocouple probes were also installed in cylinder number 3 induction tube. one each in lower and upper end. Two thermocouples were also installed. one each in cylinder number 3 and cylinder number 4 intake valve port area. After carburetor and engine instrumentation 1nstallation was completed. operational testing was accomplished to obtain data for engine performance correlation with performance data obtained during initial engine installation test run checks. No performance change was noted as a result of extensive instrumentation.
TV BORESCOP£J CAMEIlA
AIR PllESSURE MOVING REGULATING AND f- FUB. TANIt HEATING AND SHUTOFF UNIT --- VALVE LIGHT l SOURC ~~ COOLING SHUTOFF I HOOD I VALVE ___OVER BOARD OVER IIOARO - CASSETTEVleEo 1I.__ t RECORDER ENGINE I FUEl CHILLER I CARBURETOR UPPER LIGHT BORESCOP£ SOURCE IIIONITOllTV I HEAT MUFF ADAPTER t CARBURETOR ---O~~~D.t~:o FUEl FILTER
x '''~~LOIlER 8 BORESCOPf I""","~ I ADAPTER ,.~ "J::;" SHOP AIR IN -~ PRESSURE GUAGE INDUCTION 1,6- AIR SOURCE I I "I•. or,,- r-
FIGURE 3. TEST SYSTEM SCHEMATIC
9 INDUCTION AIR SYSTEM.
The inductuon air system consisted of two air sources and conditioners, a humidity device, plenum chamber, carburetor heat valve, heat exchanger, and associated ducting.
The air sources were two 18,000 Btu per hour, 220 volt a.c. air-conditioners ducted together with a 6-inch flex line and a sheet metal tee. There were small sheet metal boxes with thermocouple instrumentation on the air-conditioner outlets that transition to the 6-inch duct. When the engine was not running, the "high fan" position on air conditioners pressurized the main plenum chamber to about 0.90 inches of water.
A specially designed humidity device which took a stream of water and broke it up with jets of air was used to supply moisture needed to make ice in the carburetor. The device included an air pressure gage and shutoff/regulating valve which controlled the shop air utilized to breakup the water stream, a rotometer and shutoff valve to measure and regulate water flow, and a water discharge tube located in the high pressure air-jet path. This device could easily take ambient air or air-conditioned air to the saturation point by adjusting water flow rate.
The plenum chamber was a 2-foot sheet metal cube with legs, a 6-inch diameter inlet connection from the humidity device and two 3-inch outlets. There was a deflector plate at the 6-inch inlet to arrest any liquid water droplets and deflect them into the sump area. Also included were the temperature probe, pressure tap, dewpoint measuring ports, and sump area drain. The entire plenum was insulated to reduce ambient temperature effects on the conditioned air.
The carburetor heat valve was tee-shaped with a remotely operated hydraulic slave system flapper valve and lever mechanism to allow either normal conditioned air or heated air to enter carburetor inlet. Carburetor heat was used between test points to heat and dry the engine induction system.
The heat exchanger, sometimes called a heater muff, was bolted to the exhaust pipes on the right side of the engine. When heat was selected, induction air would be drawn from the plenum chamber, around the exhaust pipes and into the carburetor inlet. The heater muff inlet and outlet had 3-inch flexible tubing connecting the entire system from plenum to carburetor inlet.
ICE MONITORING SYSTEM.
The ice monitoring system consisted of two fiber optic borescopes, two cold light sources, two television (TV) cameras, one video cassette recorder, two TV monitors, cabling, and various adapters.
There were two 0.340-inch diameter fiber optic borescopes which had a 50-inch working length. One borescope had a forward viewing distal end while the other was side-viewing. Both were capable of 120° articulation in either direction from straight. A cold light source with two easily changed internal lamps, a brightness control knob operating on US-volt a.c., 2.5 amps, accompained each bore~cope. Both light sources were attached to a shock-mounted plate to dampen engine vibra tion and, in addition, the carburetor bottom borescope light source was wired with a remote power switch for control room use while testing optical ice detectors.
10 Each borescope optical end had a special adapter which allowed attachment to individual standard black and white TV cameras. This assembly was then anchored to the same shock mounted plate utilized for borescope light sources. Each camera also required a separate remote power supply which was located in the control room. The distal end of each borescope was mounted in separate adapters specifically designed to fit below and above carburetor mounting flange and provide physical mounting of borescope probes while the bottom adapter also allowed flexing of the distal end.
A video cassette recorder was used to obtain a pictorial record of pertinent tests or conditions of a test. The video cassette recorder was normally attached to the bottom borescope to record bottom throttle plate view. The recorder could easily and quickly be shifted to the top borescope which provided viewing of either the top throttle plate area or the intake manifold.
Two TV monitors were used to view the test continually and check for ice buildup. The monitors allowed for varying the test conditions and obtaining immediate feed back, relative to which data should be recorded. Figure 3 depicts the overall instrumentation/installation equipment.
DATA ACQUISTION SYSTEM.
The data acquistion system used to collect the data was a NEFF Instrument Corpora tion Series 620L analog data acquisition and control system. This system consists of a NEFF Series 400 differential multiplexer, a Digital Equipment Corporation PDP 11-04 computer, and a Kennedy Corporation Model 9000 tape transport.
The differential multiplexer was a complete high-speed data acquisition subsystem. It contained a high-speed solid-state analog signal multiplexer that was capable of accepting 256 input channels, a programmable gain differential amplifier, and an analog-to-digital converter. Signals acceptable to the differential mul ti plexer were thermocouple and analog voltages with full-sacle reading ranging from 5 millivolts to 10.24 volts. Each channel had a 10-Hz filter to reject super imposed and unwanted signal frequencies.
Control of the data acquisition was performed by the PDPII-04 computer which en compassed setting sampling rate (10 kHz max), converting raw data into engineering units as established by operator, displaying eight different parameters on cathode ray tube (CRT) and writing data on Kennedy tape drive at a rate of 1600 bits per second. An alarm capability was installed to warn the engine operator when any parameter reached a critical value.
Thermocouple instrumentation utilized during test operations were calibrated to +0.5 0 F, while data acquisition/computer sys tem carried data readings to +0.0001 0 F. This can be observed in the rapid sharp changes depicted in data plots.
11
. -_. __•...... _--_._.__._ _------ENGINE TEST SEQUENCE
BREAK-IN RUN.
The engine was purchased as a Teledyne Continental Motors factory rebuilt, zero time engine. A 50-hour break-in run was completed prior to the 150 hours of test cell operation required during reference 2 work effort.
The first 25 hours of operation was conducted with a non-detergent oil type Mil-C 6529 Type II, while the remainder of the testing was conducted with an Ashless Dispersent Aviation oil EE-80. Initially, oil was changed at 25 hours, again at the first 50-hour inspection and every 50 hours of subsequent operation.
Break-in testing started with an 800 to 1000 rpm setting. When oil temperature and cylinder-head temperature (CHT) showed a definite increase, rpm was set to 1200 and a manual data point taken. When oil temperature reached 70° F or greater, rpm was increased to 1800, and after a stabilization time a magneto test was performed. The next series of steps paralleled a normal light plane operation. A full throt tle takeoff run ofl about 5 minutes was accomplished followed by a power reduction to 2050 rpm with a manual data reading taken at each point. Finally, rpm was set at 1950 for a 20- to 30-minute steady-state condition, with data taken every 10 minutes, and then a 1200 rpm cooling condition was set, followed by a decision to either enter a shutdown sequence or initiate another cycle.
The engine start, magneto check and a full power run was labeled Normal Start-Up Test (SUT).
BASELINE TEST 1.
This test was initiated with a SUT. After the full power condition data were taken, rpm was retarded to 1000 and engine allowed to stabilize. Computer data for test parameters listed in table 1 were taken continuously prior to engine start through to engine secure at 1 scan per 15 seconds. Manual data were taken at each test point after engine readings stabilized. Test sequence utilized is tabulated in table 2, but basically consisted of the items previously mentioned above, followed by stabilized test points at each 100 rpm from 1000 to 2800. Manual data recorded during this baseline test sequence for 100LL avgas, unleaded premium autogas, and unleaded regular autogas is presented in appendix C. When a full test was completed, 1200 rpm was selected and cooling air modulated to allow the engine to cool slowly. A 1000 rpm condition was selected, a magneto safety check accom plished, and then mixture control pulled to the OFF-position to stop engine. This latter sequence was labeled Normal Shut-Down Test (SDT).
BASELINE TEST 2.
This test sequence was initiated with engine start and warm-up at 1000 to 1200 rpm until oil temperature reached 75° F. Next came a magneto test at 1800 rpm followed by a power reduction to 1000 rpm for 2 minutes and then proceeded as listed in table 2. The test sequence listed in table 2 was developed which simulated a typ ical flight profile from takeoff/climb, cruise, en route climb to a higher alti tude, cruise, descent for airport, enter traffic pattern, approach, landing, taxi and engine secure. Computer data for test parameters listed in table 1 was taken continuously from engine start through to engine secure at 1 scan per 15 seconds.
12 Manual data was taken at each test point from takeoff until final return to 1000 rpm. This manual data which was recorded for 100LL avgas, unleaded premium autogas and unleaded regular autogas is presented in appendix D. TABLE 2. ENGINE TEST SEQUENCE
NORMAL START-UP TEST (SUT)
800 to 1000 1200 1800 MAGNETO CHECK FULL THROTTLE POWER CHECK
NORMAL SHUT-DOWN TEST (SDT)
1200 cool down 1000 MAG SAFETY CHECK PULL MIXTURE OFF (SHUT COOLING AIR OFF WHEN CHT BELOW 300 0 F) BREAK -IN TEST
SUT 2050 1950 1800 After 1800 either SDT or full throttle run then 2050 and repeat cycle BASELINE TEST 1
SUT 1000 HOO 1200 1300 ETC up to 2800 followed by gradual reduction to 1200 for SDT BASELINE TEST 2
1000 to 1200 1800 1000 2750 2350 2750 2400 warm-up magneto 2 minutes 5 minutes 15 minutes 3 minutes 15 minutes test 2000 2300 1500 1000 Pull mixture off 10 minutes 2 minutes 2 minutes 3 minutes CARBURETOR ICE WARNING DEVICES.
All carburetor ice warning devices listed in appendix B, with the exception of item b., were tested during carburetor icing conditions with 100LL avgas, unleaded premium autogas and unleaded regular autogas. Tests were conducted with three main parameters in mind. First, it is very difficult to build ice at high rpm (above 2400) in a short period of time. Next, experience had previously shown (reference 2) that throttle angle affects temperature readings in the location of ice detec tors mounted in the wall of the carburetor. This means that rpm/throttle angle could affect the ice detection characteristics. Third, ice accumulation will commence at various times and locations with no apparent change or degradation to engine performance. Due to the insidious nature of carburetor icing, data results would best be derived by optical (video) observation.
The optical ice monitoring system gave a very good picture below the throttle plate at all times, while the picture above the throttle plate (which was taken through a 0.5 inch plexiglas plate) provided marginal observation during actual ice accumula tion. It was observed that high rpm ice tended to build around the upper throttle plate edge next to carburetor wall which at times was slightly out of the immediate view of the bottom borescope. Relocation of either borescope would not solve this problem. It was also noted that very little; if any, ice formed in the induction manifold at a given test rpm as will be covered in the DISCUSSION portion of this report.
13 A series of ice detecting tests was performed with each ice warning device utilizing steady state rpm conditions listeJ in table 2, BASELINE TEST 1, which produced several repeatable ice propagation patterns and rates-while operating on various fuel grades. Once a steady-state test point rpm was selected, carburetor heat was applied to remove any existing ice. Once visual ice was gone and throttle plate temperature was above 34° F, heat was turned off. Time was then taken until initiation of ice accumulation and operational characteristics of each warning device observed. Reference 2 should also be reviewed to note detailed operational characteristics of appendix B devices, d and e.
DISCUSSION
ENGINE PERFORMANCE CHANGES DUE TO FUEL TYPE.
This test effort was initiated to review carburetor ice and carburetor ice warning devices operational characteristics change associated with avgas and autogas. As addressed under the TEST CELL EQUIPMENT portion of this report, the test engine was a factory rebuilt zero time 0-200A with approximately 150 hours of test cell operation accumulated by the FAA Technical Center under a separate program. It was concluded at the initiation of this effort that, in order to point out performance changes due to carburetor ice or to evaluate carburetor ice detection/warning devices operation on avgas and autogas, an engine performance comparison due to fuel utilized for testing was a first requirement. As such, instrumentation listed in table 1 was installed so that adequate test parameter data would be obtained. All parameters listed in table 1 were scanned and recorded by computer at 15 second intervals during engine operation. In addition, specific test parameters were hand recorded during some test sequence operation when a special data graph was desired.
Based on previous experience, two baseline test sequences were undertaken as outlined in table 2. Uncorrected test cell performance data taken during baseline test 1 are presented in appendix C. This manually recorded baseline data was taken with rich and lean mixture settings for 100LL avgas, unleaded premium autogas and unleaded regular autogas. Uncorrected test cell performance data taken during baseline test 2 is presented in appendix D. Baseline test 2 simulated a short one hour flight profile and was only performed with a full rich mixture for total duration. This test sequence was also run with all three grades of fuel.
It shou~d be pointed out at this time that all test cell engine operation was conducted with three grades of fuel: 100LL avgas, unleaded premium autogas, and unleaded regular autogas. Engine performance and carburetor ice detection/warning device testing were all performed on these three grades of fuel. The autogas fuel was obtained from several roadside gasoline stations in four five-gallon con tainers. No special test fuels were obtained and no special fuel handling proce dures instituted. It was desired to obtain performance data on autogas transported to aircraft fuel tanks much in the same way the average pilot would do if utilizing autogas prior to a wide-spread airport delivery network.
After test cell fuel system installation was completed as addressed in the TEST CELL EQUIPMENT portion of this report and pictured in appendix E, a functional test was performed to insure proper operation of all hardware and to measure unusable fuel remaining in left fuel system (autogas fuel tank). It was noted that when the engine ran out of fuel on the left fuel tank, 2500 ml of fuel remained in system.
14 Whenever a new supply of autogas was brought in, all remaining fuel in left tank was drained from system.
Several meetings were held with various fuel refinery personnel to discuss autogas fuel specifications. The general consensus was that in five years or so, unleaded autogas would be the only grade of fuel available at a roadside gasoline station. Therefore, testing effort was not expended looking at leaded autogas fuel grades.
As part of engine performance analysis related to various fuels, appendix C test cell data were corrected back to standard day dry air conditions and presented in appendix F.
Both horsepower and manifold pressure were corrected as outlined by Obert in reference (4) by utilizing a correction factor (Cf): = Ps - J='vs -v:,To_ Cf Po - Pv Ts where, Ts standard atmospheric temperature = 520 0 R Ps standard atmospheric pressure = 29.92 in. HgA Pvs standard water-vapor pressure in standard atmosphere zero To observed atmospheric temperature during test = oR Po observed atmospheric pressure during test = in. HgA Pv water-vapor pressure in atmosphere during test (obtained from psychrometric chart using wet and dry bulb temperature during test)
Appendix F performance data are presented for corrected manifold pressure, torque (both measured and computed), corrected horsepower, cylinder head temperature number 1 and exhaust gas temperature number 1. All data were graphed against rpm wi th both a rich and lean mixture setting for three grades of fuel. It will be noted in appendix F that individual parameter data graphs for each fuel grade are presented first, followed by individual parameter graphs containing all three fuels for both a rich and lean mixture setting.
A review of appendix F data will show a slight change in engine performance data between fuel grades for manifold pressure, cylinder head temperature number 1 and exhaust gas temperature number 1. Such a slight change in data while measured with test cell instrumentation, would not be observed inside the cockpit of an aircraft with existing instrumentation. Horsepower and torque (measured and computed) both show a noticeable change in engine performance above cruise power, depending on grade of fuel being utilized. It will be noted that engine perform ance on 100LL avgas runs less than that obtained with unleaded premium and better than that obtained with unleaded regular. However, discussions with the Exper imental Aircraft Association which has over 700 flight hours in a specially instrumented Cessna ISO/Continental 0-200A autogas flight test aircraft, indicates that in-flight performance changes were not measurable between the same three fuel grades which they also utilized.
Manual performance data for baseline test 2 sequence are presented in appendix D. Additional computer recorded and processed data are provided in appendix G for 100LL avgas, appendix H for unleaded premium autogas and appendix I for unleaded regular autogas. These three appendix contain engine performance data obtained from three identical test runs to baseline test 2 sequence. It should be pointed
IS out that dew point temperature versus time, appendix I, item 1-30, was in a calibration mode during initial start of test sequence, hence the incorrect temperature indication at start.
After completing the various performance test runs on all three grades of fuel anticipated for use when looking at carburetor icing problems, it was concluded that performance degradation due to fuel would not be a problem with this aircraft fuel system/engine combination as installed in the test cell.
ENGINE PERFO~~NCE CHANGES DUE TO CARBURETOR ICE.
Once it was determined that overall engine performance would not be changed by fuel grade, an analysis of the induction system was started. The first series of test runs centered around the total induction system temperature distribution at various rpm settings and mixture control impact at cruise power. Figure 4(a), (b), (c), and (d) display the overall induction system temperature distribution for all three grades of fuel. Test point conditions were selected as: 1000-rpm mixture rich, 2300-rpm mixture rich, 2300-rpm mixture lean, and 2750-rpm mixture rich. Figure 4 provides temperature data associated with each grade of fuel as related to induction system position. These positions are as follows:
1. Carburetor air inlet 2. Throttle plate 3. Carburetor fuel-air exit 4. Cylinder #3 induction tube lower end 5. Cylinder #3 induction tube upper end 6. Cylinder #3 intake valve port area
It should be noted that fuel tank temperature for avgas and premium were the same while regular autogas was 12° F higher. This was the result of test runs being performed on different ambient temperature days and not by intent.
As can be seen, the coldest temperature at 1000 rpm occurred at the carburetor exit (position number 3) while at all other rpm conditions the coldest location occurred at the throttle plate (position number 2). Of particular interest is that with fuel and air temperatures at 60° F and above, the throttle plate will still reach freezing conditions.
After reviewing figure 4(a), (b), (c), and (d), it was decided that the most probable location for carburetor ice to form was the throttle plate. This was also concluded during work effort on reference 2.
Another area of interest related to temperature distribution inside the intake valve port area. In order to obtain data associated with this engine area, thermo couples were inserted into the intake port chamber on cylinders numbers 3 and 4. These two cylinders were selected due to easy access and configuration. Cylinder number 3 intake port which was located at the front of the engine was approximately six inches from cylinder number 1 exhaust port. Cylinder number 4 intake port was also located at the front of the engine, however, it was less than one-half inch from cylinder number 2 exhaust port. With this configuration, it was of interest obtaining data relative to temperature impact cylinder number 2 might impose on cylinder number 4.
16 120 120 INDUCTlDN S'STEIA TEllPERATURE DISTRIBUTIDN 2300 IlPII MlllTURE RICH INDUCTIOfJ STsm, TEIJPERATURE DISTRIBUTlDN 1000 ....' rJIUURE RICH II I II I I nOF , UNLEADED REGULAR AUTDGAS: FUEL TAN. 72() F , UNLEADED REGULAR AUTOGAS: FUEL TANK 100 100 0 lDOLL AVGAS: FUEL TAN' 60° F o l00LL AVGAS: FUEL TAN' 60· F 0 UNLEADED PREMlm: AUTDGAS: FUEL TAN' o UNLEADED PAQUUM AUTOOAS: FUEL TAN. 60°F 80 80 !E !E i ~ ~ c 60 60 ------40 40
20 20 3 4 5 8 3 4 ITIDN IfJDUCTlDfl S'STElJ POSITION INDUCTlDN S'STEM POS (a) (b)
120 -'---CIN-C:D-UCCCT-ID-N-S-'S-TE-'.1-T-El.-Cft=R-AT-CU=RECCDCCIS=TR=IBU=TI"'DN::=2300=-=II'='=A=r.n::::U=UR::::ECCL::EA:::N:---' 120 2750 RPII f,lIITURE RICH INDUCTllrS'STEM TEMPERrURE DISTRIBUTlr
, UNLEADED REGULAR AUTDGAS: FUEL TAN 72°F 100 100· • , UNLEADED REGULAR AUTDGAS: FUEL TAl" o l00LL AVGAS: FUEL TM,. 60· F o l00LL AVGAS: FUEL TAN' 60° F o UNLEADED PRELIIUM AUTDGAS: FUEL TAN 600 F • ------80 -;1,---- 0 UNlEADED PREl.lIUY. AUTDGAS: FUEL TAN. 60· 80 - !E ~ ~ ----' ----' -~ i 60- l!I ::::=
40 40
.,.-~,.- 20 I 20 3 4 3 4 5 6 I~DUCTIOH SYSTElI POSITION INOUCTION SfSTEY POSiliON (c) (d)
FIGURE 4. INDUCTION SYSTEM TEMPERATURE DISTRIBUTION
17 Figure 5 represents temperature data distribution for both cylinders number 3 and number 4 up through 2750 rpm. While figure 5 was plotted for 10011 avgas only, the same type of temperature limits and distribution were obtained for all grades of fuel tested.
150 , INTAKE VALVE PORT TEMPERATURE VS Rl'M MIXTURE RICH I I I ~ 0 CYLINDER 14 INTAKE VALVE PORT TEMPERATUItE r"~ ... _f---- 125 ~ I CYLINDER 13 IMAKE VALVE POIIT TEMPERATURE ~ l\ 0 CARBURETOR ROAT BOOl FUB. TEI.YPERATUItE ,\,- I 100 ~ ~ ~ I'~ @ 'x c 'l<> 75 '\ ~ .~ -&--a, ~ ~ ~~ 50
FUB.: lDOLL AVGAS 25 I 1000 1250 1500 1750 2000 2250 2500 2750 REVOLUTIONS PER MINUTE
FIGURE 5. INTAKE VALVE PORT TEMPERATURE VERSUS RPM (MIXTURE RICH)
When reviewing carburetor ice detection/warning devices such as listed in appendix B, it will be noted that some devices are throttle plate mounted while others mount in the wall of the carburetor venturi. Experience gained during reference 2 indicated a temperature differential existed between throttle plate and that which was seen by wall mounted device sensors. With this in mind, a series of test runs were made looking at possible temperature differentials.
Wall mounted sensors utilize an existing 1/4-inch hole placed in the carburetor venturi by the carburetor manufacturer. However, on some aircraft installations, this location was not accessible and an alternate location has been utilized. Therefore, this alternate sensor location was also tested for possible temperature differentials. This alternate location required the drilling and tapping of a 1/4 inch hole in the carburetor venturi, approximately 40 degrees displaced from original location. Refer to appendix E test cell installation photographs.
Figure 6(a), (b), (c), (d), (e), and (f) represent test data obtained with all three grades of fuel. 1~0 test runs were made on each fuel; one with a carburetor temperature probe in the normal wall position and the other test run with a temper a ture probe in the alternate position. Carburetor inlet air temperature was maintained at 59° F throughout this test series so as to maintain a constant reference point. A review of all six data graphs will show what temperature differential can exist between wall mounted detector sensor and the actual throttle plate temperature. It can be seen that as engine rpm increased, the differential decreased, however, with the particular test installation utilized, at no time did the wall mounted sensor agree with throttle plate temperature.
After reviewing test cell data utilized for figure 6 an additional series of test runs were accomplished with all three grades of fuel looking specifically at throttIe plate temperature. These subsequent test runs were performed with both rich and lean mixture on each fuel with ambient test cell air being inducted into the carburetor.
18 o CARBURETOR TEST PROlE TEll'ERATURE NORIIAL POSITION o CARBURETOR R.OAT BOWl fUB. lBIPEIIATURE * CARBURETOR WAU. TEIIPBlATURE ~3 ~ THROTTU PlATE LOWER TEllPBlATURE
I THROTTU I'I.ATE UI'I'ER TEIII'BlATURE __ THROmE I'I.ATE PERCENT 11IAYB. so CAIllURETOR TElll'EllATURE DATA YS _ .lnuRE RICH
--. .... 80 80 """"'" - - I ~ t:::M"" ,...... w. /. "X ~ ~ 'w~ V r--~ --...... 20 20 ... - - ... -NOTE: CARBURETOR AIR INLET HELD AT 59° f 1--- --~ fUEL: l00LL AYGAS 0 I I 1000 1500 2000 Z500 3000 REVOLUTION PER MINUTE (a)
o CAIllURETOR TEST PROBE TEll'ERATURE ALTERNATE POSITION o CARBURETOR R.OAT BOWl fUEL TEll'ERATURE * CAIllURETOR WAU. TEMPERATURE #3 ~ THROTTU PlATE LOWER TEll'ERATURE
THROTTU PlATE UPPER TEMPERATURE
-- THROnl£ I'I.ArE PERCENT TRAYB. SO-,-----C-ARBU-RET-OR-T-EllPERA--TU-RE-OATA YS _ .IITURE RICH 1IO
8Oj:::!~l:::::tt::::!!::r::~~::!- --1 +-80
W 8O~-~.::::!:::!:~~~:-~40 ~ ~~~~~d~~~'~I/~/~'
".. 20...,------+------+....".,.....:-=--_...... --4------+-20 ------NOTE: CARBURETOR AIR INLET HELD AT 59° f ""---,r--r-.,..-r-+---,r--,.....,....,..:f.:U:;;B.: l00LL AYGAS I o 1000 1500 2000 Z500 3000 REVOLUTIONS PER MINUTE (b)
FIGURE 6. CARBURETOR TEMPERATURE DATA VERSUS RPM (1 of 3 Sheets)
19 o CAllBURETOR TEST PR08E TEMPEllATURE NORMAL POSITION o CARBURETOR FLOAT BOWL Fua TEMPERATURE * CAIlIIURETOR WAil TEMPERATURE #3 LI. THROnLE PLATE LOWER TEAlPEllATURE
I THROnLE PLATE UPPER TE!IPERATURE
-- THROmEPLATEPERCENTTRAVa
8O~------"-80CARBURETOR TEMPBlATURE DATA VS _ IIITIllIE RICH
80 g j 40 -+-"""'":;;::::;---i--~a:------1f------l---+----+-4O l!I
20 -+-----+----Jl:::.:..:-4-...... ,,...L=--~---_4__2O -- NOTE: CARBURETOR AIR IM.ET HaD AT 59· F -- FUEL: UM.EADED PRBIIUII AUTOGAS 0 1000 1800 2000 2500 REVOLUTIONS P81I1INUTE
(c)
o CARBURETOR TEST PIIOIIE TEMP. ALTERNATE POSITION o CAIllURETOR FLOAT BOll\. FUEL TEll'ERATURE * CARBURETOR WALL TEllPERArURE #3 LI. THROTTLE PLATE LOWER TEllPERATURE
I THROTTLE PLATE UPPER TEMPERATURE
-- THROmE PLATE PERCENT TRAVEL 80-r------.....:.------~ CARBURETOR TEIlPEllATURE DATA VS _MIITURE RICH 80
60
/ i !!e:- 4°T---I--~!Rj~::;::::e=~tH;ti;=_-t40 m >c \!:
,/ 2O-f---..:.>.--I----.:>.,,'--+o---=/----f------+- 20 /-- / -- - NOrE: CARBUREJOR AIR INLET HELD AT 59· F -- FUEL: UNLEADED PREMIUM AUTOGAS o-t...,.."""T"""T-r-+.....,...... ,...... --r-+.....,-,...... ,--,rlt--,...... --r-.---~ 1000 1500 2000 2500 3000 REVOLUTIONS PER MINUTE
(d)
FIGURE 6. CARBURETOR TEMPERATURE DATA VERSUS RPM (2 of 3 Sheets)
20 o CARBURETOR TEST PR08f TEMPEIlATURE ALTERNATE POSITION o CARBURETOR flOAT BOWl FUa TEllPERATURE * CAJlBURETOR WAU TEMPERATURE #3 I::>. THROnLE P1.ATE LOWER TEllPBlATURE
I THROnLE P1.ATE UPPER T9IIPEIIATURE
-- THROnLE Pl.ATE PEIlCENT TRAVa 8O.,.------r------r-----.,.------r-1IO
2O-t-----+---'---~::r" ...... --_+------+-20 / ...... ",...... - 1\I0TE: CARBURETOR AIR II\ILET HaD AT 59· F --- FUa: UI\ILEADED REGULAR AUTOGAS -fo...,_.,r-T"""'-r-+""T"..,.--r_.,r--t--or--r-"'T'"~_+.....,_.,...... __"T"""_+_O 1000 1600 2000 2&00 REVOLUTIOI\IS PEIlIIII\IUTE (e)
o CARBURETOR rm PROBE TEll'ERATURE I\IORlIIAL POSITION o CARBURETOR flOAT BOWL FUa TEll'ERATURE ... CARBuRETOR WAU TEII'ERATUIE #3
I::>. THROnLE PI.ATE LOWER TEII'ERATURE
I THROnLE Pl.ATE UPPBl TEll'ERATURE
-- THROmE Pl.ATE PEIlCEI\IT TRAva 801---"'"""':C;:-:AJlB=U:RET=OR:-::TEIIPBI=::A:-:T~UR::E~DA~TA~VS~_~-::.~II"'TU-RE-RI-C-H------r-80
eo eo
g i 40 ~ 40 IQ III a>
2O-;----t--~r:=::-;~7...c::.::...... -+---_--+-20
------NOTE: CARBURETOR AIR INLET HaD AT 5,0 F o;--,r-,...-r-""T"i-.,r-,....'T"""TFUEL:-=-1:..U:;rLEA;:TDED::;:REGU::;:LAR::::;,:A~U~TOGA:;:,S -r-_~-o 1000 1&00 2000 2&00 3000 REVOlUTIONS Pal MINUTE (f)
FIGURE 6. CARBURETOR TEMPERATURE DATA VERSUS RPM (3 of 3 Sheets)
21 Figure 7(a) and (b) display the carburetor throttle plate temperatures, rich and lean mixture, for 100LL avgas. Figure 7(c) and (d) display the throttle plate temperature for premium autogas. It can be seen that autogas will cause a slightly lower temperature than avgas. Figure 7(e) and (f) display the same type of data for regular autogas. Even with an elevated fuel and inlet air temperature, the throttle plate reaches freezing temperatures. This appears to be the result of higher volatility autogas which had a Reid Vapor Pressure of 9.8 to 11.6 as com pared to the avgas maximum limit of 7.0.
An even better display of fuel effects on throttle plate temperature can be seen in figure 8. This figure provides throttle plate temperature for all three grades of fuel while maintaining constant carburetor air inlet temperature of 59° F. Carbu retor float bowl temperature is also provided and all three fuels remained +2° F of the plotted temperature line.
With the effects of various fuel volatility ranges displayed in the data heretofore presented, a final series of test runs was performed relative to time for carbure tor ice initiation. In this series of tests, a particular test point rpm was selected, 1600-2400 for premium/100LL and 1400-2400 for regular/100LL. After a stabilized rpm was obtained, carburetor heat was applied to bring throttle plate above freezing to a starting reference temperature, remove any possible hidden ice accumulations, and dry out water content on carburetor surfaces. When all condi tions were stable, carburetor heat was removed and time taken until visible ice formation accumulated. This test pattern was repeated at each test point with premium autogas/100LL avgas and again with regular autogas/100LL avgas.
A procedure such as outlined above allowed each autogas grade of fuel to be checked against avgas after a short fuel burn time was allowed to purge opposite fuel out of fuel line and carburetor float bowl. The installation of electric operated solenoid fuel valves in each fuel tank line, as described in TEST CELL EQUIPMENT portion of report and appendix E, provided easy test operation in these tests.
Figure 9(a) and (b) provide results of these test runs. With the exception of premium autogas at 1600 rpm', figure 9(a), the carburetor tends to start icing several minutes sooner with autogas than with 100LL avgas. It should be pointed out that during these icing tests, total carburetor ice accumulation and rate with autogas was no worse than with avgas. Carburetor icing rate is such a variable on any of the three grades of fuel tested, based on rpm and climatic conditions, that none appear any worse than the others.
As listed in table 1, idle jet pressure was monitored during icing testing. It was noted during reference 2 testing that carburetor idle jet pressure was useful in monitoring carburetor performance/sensitivity during ice accumulation and propaga tion. Figure 10 is an idle jet pressure plot versus rpm with pressure being plotted in inches of mercury vacuum. Figure 10 data were taken from the SUT of one of the ice warning devices test cycle, wherein slight idle jet pressure fluc tuations which are evident at 900 and 1300 rpm are attributed to typical engine warm-up characteristics. Pressure fluctuations at 1800 rpm were typical during magneto operational check. This particular test cycle was run with a standard flight propeller and as such, maximum static rpm was 2300 as noted by upper limit of data plot.
22 -==~:_::____;'--__, 80 8O--.-----r------,--,,-c--__ THROITLE PLATE TEMPERATURE YS RPM MIITURE LEAN \ THROTTLr PlATE mAPERATURE YS RPf~ MIITURE RICH
70 --+----+------j~---+---+_--__+---+--_I 70
10
0 CARBURETOR AIR INtEl AIIBIENT ro.lPERATURE 50 4----+-----j-- 0 CARBURETOR AIR INLET Af.IlIENT TEMPERATURE _ 0 CAIl8URETOR FLOAT BOWL FUEL TEII'ERATURE -
o CARBURETOR FLOAT BOWL FUEL TEMPERATURE I THROTTLE PLATE TEMPERATURE
X THROTILE PLATE TEMPERATURE lOO\.l AYGAS ./ 40 40 V - ~ ""'-- ...... 30
1000 1250 1500 1750 >000 2250 2750 1000 1260 1500 1710 2000 2250 2500 2760 REVOLUTIONS PER ~\INUTE REVOLUTIONS PER MINUTE (a) (b)
THROITLE PlATE TEl:PERA TURE Y5 RPr~ MIITURE LEAN B. --, THROTTLE PlATE TE',PERATURE Y5 RPI.\ MIXTURE RiCH BO - 0 CARBlJRE.-rOR AIR INLEl M.IBIENT TEI'JlPERATURE 0 C'.URETOR FLOAT BOWL FUEL TEr.iPERATURE
X THROTTLE PlATE TEMPERATUFIE
~ UNLEADED PREI'.lIUf.~ AUTOGAS 60 ...,. 60 ~ q~ -A. - ~, ~ -.,..- 0 CARBURETOR AIR Ir;lET ArAB IErJT TEr.1PERATURE - ·~r& ill I 0 CARBURETOR FtOAT BOnl FUEl TEr"PERATURE c !llc ~ , I THROTTLE PlATE TEJlPERATURE 40 - ><- ~~IPREMIUM 40 ~ AUTOGAS ~~~ ~ ....,
20 I -~ I I 20 1000 1250 1500 1750 2000 2250 >500 2750 1000 1250 1500 1750 2000 2250 2500 2150 REvOLUfloriS PER MINUTE REVOLUTIONS PER ',:UNUTE (c) (d)
THROTTLE PlATE TEMPBATURE vs RPM MIXTURE l£AN 80 -~- 80 , THROTTLE PlATE TfPERATURE rs RPM MIXTURE RICH --e-- -&--&--< --G-~ "" ~, --&-- I-a ... ~ - "'" -..- -<> . "------.. I 70 70 1 l 1" I 0 CARBURETOR AIR INLET Ar.'BIE~T TEr.1PERATURE o CARBURETOR AIR INLET ArMlIENT TEMPERATURE 0 CARBURETOR FLOAT BOWL FUEL TEr\.lPERATURE 0 CARBURETOR FLOAT BOWL FUEL TEMPEJIATURE 60 60 '=- X THROTTLE PlATE TU1PERATURE X THROTTLE PlATE TEMPERATURE ill ur~l£ADED REGULAR AUTOGAS I X. UNlEADED REGULAR AUIOGA5 ~- -" ~ X ~ I ./' 50 I so "'\ * -x- ~ I I 40 40 '"~ '--x----X.", I~ I...... , (----K,,'*' 1 I 30 30 I , ,, I I , I I 1000 1250 1500 1150 2000 2250 2600 >750 1000 1250 15(){1 1750 2000 2250 2500 2750 REVOLUTIONS PER MINUTE REVOLUTlOI\'S PBI MI~U'E (e) (f)
FIGURE 7. THROTTLE PLATE TEMPERATURE VERSUS RPM
23 70 ~ __T_H",RO;.:cn;c:LCCE",PLA'-r'TE:_TCCEM::...PE::...R::.-A::...TU::.:R;.:cE::...V::...Sc:,RPl~'::...(T::...H::...RE::...E-=G::...RA-=°CCES::...O"F~F::...U=EL"-I ~
60
I CARBURETOR FLOAT ROm. FUEL TErAPERA TURE
50 t;. THROTTLE PLATE THIPERATURE WITH l00LL AVGAS - o THROTTLE PLATE TE&IPERATURE WITH UNLEADED PREMIUf.1 AUTOGAS i o THROTTLE PlATE TE\'IPERATURE WITH UNLEADED REGULAR AUTOGAS 40
30
,0
'000 1500 '000 '500 3000 REVOLUTIONS PER MINUTE
FIGURE 8. THROTTLE PLATE TEMPERATURE VERSUS RPM (THREE GRADES OF FUEL)
TlIAE (MINUTES) FROM 59' F FOR ICE fORI.lATlO_N_V.S~RPl_I --, '2 25-r------:~ mAE (UINUTES) FROIJ 59' f fOR ICE fORMATION VS RPM I UNLEAOEO PREMlurA AUTOGAS / '0 / 2O-l-----+-----+----¥=-----+---...... ,
I UNLEADEO REGULAR AUTOGAS
'5 -+------.::,.,c----+-~-- 0 ,OOLL AVGAS
'0 --*~---.J_---_l_-+_--l__---+:>."..--_1
54-----.--I1---r--+--,....-+-....,.---+--.-- ,&00 '800 2000 2200 2400 1400 1600 1IlOO 2006 2200 2400 REVOLU"or~S PER r~IrJUTE REVOLUTIONS PER rJINUTE
(a) (b)
FIGURE 9. TIME (MINUTES) FROM 59° F TO ICE FORMATION VERSUS RPM
24 Figure 11 reflects idle jet pressure fluctuation during the entire carburetor icing test cycle initiated in figure 10. Large pressure fluctuations were typical during carburetor icing and were detected prior to engine performance change. During some large pressure fluctuations, an idle jet vent was opened to check on possible alteration of engine performance characteristics. Whenever venting was initiated, idle jet pressure would return to near ambient and rpm would increase by 200-300 rpm. Exhaust emission analyzing equipment would better identify changes in engine performance characteristics due to such a venting operation. However, such equip ment was not available during testing.
During the aforementioned carburetor icing tests, photographs were taken to provide additional information associated with carburetor ice. Appendix J contains carburetor ice photographs taken during actual engine operation by use of a 35mm camera adapted to one of the fiberoptic borescopes.
CONCLUSIONS
GENERAL OBSERVATIONS.
The following conclusions relate to engine operation under carburetor icing con ditions accomplished at sea level conditions only. Engine operation was conducted with a standard flight propeller which gave a static rpm at full throttle of 2300 and a cutoff flight propeller which allowed 2800 rpm at full throttle. It should also be remembered that carburetor ice detectors/warning devices, are STC approved on a non-hazard basis as optional equipment only and flight operations are not to be predicated on their use. Standard cockpit instrumentation will provide adequate information relative to carburetor ice when properly monitored.
1. The static test cell engine installation, without actual aircraft cowling and dynamic flight conditions, allowed an engine heat transfer different from that imposed in-flight. The test cell installation did not allow the lower engine area to dissipate heat as rapidly as in-flight, and hence, represents a conservative condition relative to icing.
2. During test cell engine operation, cooling air across the cylinders was held at four inches of water which is higher than that used in actual aircraft. This would help dissipate engine cylinder head heat at a greater rate.
3. A better understanding of carbureter ice accumulation effects on fuel-air ratio could have been obtained with the use of exhaust emission analyzer equipment.
4. The initial impact on carburetor performance as ice accumulation commenced was a fluctuation of idle jet pressure below normal value. Such fluctuation would appear long before engine performance change commenced. Idle jet pressure became an accurate instrument for early detection of carburetor ice formation and worked equally well, regardless of fuel grade utilized.
5. Carburetor ice accumlation rate varies with rpm and ambient atmospheric condi tions At times, ice accumulation was noted within 30 seconds at low rpm. These conditions were true for all grades of fuel tested.
25 O__----.,.-----y-----,-----,.-----r----,.---,---,
DATA RECORDED AND PROCESSED BY THE FAA TECHNICAL CENTER
-2 -4--~'----~~...Jfr+---+----+----t----ft----t
":r ~ ::e -4 ::l ::l U
-6
500 750 1000 1250 1500 1750 2000 2250 2500
FIGURE 10. IDLE JET PRESSURE VERSUS RPM (NO ICE) 0_------....-----..,....-----_-----,.__-----., DATA RECORDED AND PR:JCESSEO BY THE: FAA T£CHNICAl CENTER
-2 -+---·-4'"'-:::--~=-.....~~!'ot_-_+----_+-_Jl--_1
-4 ":r ~ :0; -6 ::l ::l U
-10 -+------+-----+------'~It_---___i>------___4
o 500 1000 1500 2000 2500 FIGURE 11. IDLE JET PRESSURE VERSUS RPM (WITH ICE)
26 6. The most conducive condition for this test installation to produce carburetor ice was with an inlet carburetor air temperature of 40° to 65° F. Autogas would favor the upper temperature while avgas favored the lower limit. Testing was not accomplished to attempt to place exact limits to any grade of fuel.
7. During all icing testing, throttle plate and carburetor wall right next to throttle plate were the only locations of ice accumulation.
8. Based on video observations of actual carburetor ice accumulation, the best location for a carburetor ice detector/warning device would be on the throttle plate. Data graphs contained within this report support this fact.
9. Existing throttle plate mounted sensors do not cover the entire throttle plate area. Therefore, ice would build in small amounts on the throttle plate prior to reaching indicator sensor. The amount of ice accumulation was minimal and as noted within this report, the location for ice initiation does change with rpm and climatic conditions.
10. Although there is a temperature differential, wall mounted ice detector/ warning devices are useful instruments when used properly as optional equipment for detecting or warning about possible carburetor ice formation.
RELATED FACTS.
1. Surprisingly, little moisture needs to be present in ambient air to initiate carburetor ice/frost formation. This is especially true with autogas.
2. All tested carburetor ice detector/warning devices worked equally well on all grades of fuel tested.
3. Small amounts of ice formation on the manifold side of the throttle plate next to the idle jet holes will have an immediate impact on idle jet pressure (vacuum).
4. Engine change in performance during carburetor icing was similar for all three grades of fuel.
5. Autogas with and without anti-icing additives were tested with no appreciable difference in carburetor icing tendency.
6. Engine performance operation on unleaded premium autogas was slightly better than that achieved on 100LL avgas while unleaded regular autogas provided slightly less performance than 100LL.
7. Cylinder head temperature and exhaust gas temperature as illustrated in appen dix F will be just as adequate in removing carburetor ice with autogas as with avgas.
8. Current aircraft certification requirements dictate aircraft must provide a minimum 90° F temperature rise to the induction system air. This will be adequate with autogas grade fuel, even at -15° C (5° F) as indicated on some carburetor ice warning devices.
27 9. Existing standard cockpit instrumentation is adequate to detect carburetor ice formation with autogas or avgas. Aircraft/engine performance change will provide warning indications with sufficient time to correct deteriorating conditions prior to engine stoppage.
I 10. Pilot education during student training phase and biennial flight review needs to stress carburetor icing problems, detection indications, and proper corrective procedures as specified by aircraft manufacturer in the approved aircraft flight manuals, especially in aircraft certified by STC for autogas usage.
11. Engine performance changes/data presented within this report relates to the sea-level-static engine installation illustrated in appendix E.
12. Existing carburetors utilize a metal throttle plate which is easily influenced by incoming air. Today's state-of-the-art advancement in composite materials may affect added protection from ice formation if used as throttle plate material. Further protection would be achieved if throttle plate were held at 34° F or above without heating the total induction air mass.
REFERENCES
1. Engineering and Development Program Plan, Propulsion Safety, FAA-ED-18-5A, FAA-CT-81-157, FAA Technical Center, April 1981.
2. Cavage, W., Newcomb, J., and Biehl, K., Light Aircraft Piston Engine Carbu retor Ice Deteetor/Warning Device Sensitivity/Effectiveness, OOT/FAA/CT-82!44 , June 1982.
3. Newman, Richard L., Flight Test Results of the Use of Ethylene Glycol Mono :methyl Ether (EGME) As an Anti-Carburetor-Icing Fuel Additive, FAA, TR-79-9, July 1979.
4. Obert, Edward F., Internal Combustion Engines (third edition), 1968.
28 APPENDIX A
AVGAS-AUTOGAS CARBURETOR ICE BIBLIOGRAPHY APPENDIX A
AVGAS-AUTOGAS CARBURETOR ICE BIBLIOGRAPHY
Barnard, D. P. and Scott, E. H., Weather or Stall - Carburetor Icing Control, paper presented at SAE Annual Meeting, January 1959.
Bass, E. L. and Smith, M., "Carburetor Icing," Shell Aviation News, 99, 1939, 19-23.
Buck, R. N., Weather Flying, New York: MacMillan, 1970.
Clothier, W. C., "Ice Formation in Carburetors," J. Royal Aeronautical Society, 39, 1935, 761-806.
Coles, W. D., Laboratory Investigation of Ice Formation and Elimination in the Induction System of a Large Twin-Engine Cargo Aircraft, NASA-TN-1427, September 1947.
Coles, W. D., Investigation of Icing Characteristics of Typical Light Airplane Engine Induction Systems, NASA-TN-1790, February 1949.
Coles, W. D., Rollin, V. G., and Mulholland, D. R., Icing Protection Requirement for Reciprocating Engine Induction Systems, NACA-TN-1993; also cited as NACA-TR 982, June, 1949.
Collins, R. L., "Why Engines Stop," Flying, pp. 70-71, December 1969.
DeMuth, T. P., Jackson, H. R., and Test, L. J., Carburetor Icing Tests in the Laboratory and in Service, SAE Paper No. 448, January, 1962.
Diblin, J., "Induction System Icing," Flying, pp. 82-83, July 1971.
Essex, H. A., Deicing of an Aircraft-Engine Induction System, NACA-WR-W-45, August 1943.
Essex, H. A., Zlotowski, E. D., and Ellisman, C., Investigation of Ice Formation in the Induction System of an Aircraft Engine. I. Ground Tests, NACA-MR-E6B28, 1946.
Essex, H. A., Ellisman, C., and Zlotowski, E. D., Investigation of Ice Formation in the Induction System of an Aircraft Engine. II. Flight Tests NACA-MR-E6EI6.
Calvin, H. B., and Essex, H. A., Fluid Deicing Tests on a Chandler-Evans 1900CPB-3 Carburetor Mounted on a Pratt and Whitney R-1830-C4 Intermediate Rear Engine Section, NACA-WR-E-12, October 1944.
Gardner, L., and Moon, G., Aircraft Carburetor Icing Studies, National Research Council of Canada DME-LR-536, July 1970.
Gardner, L., Moon, G., and Whyte, R. B., Aircraft Carburetor Icing Studies, SAE Paper No. 710371, March 1971.
A-I U. von Glahn and Renner, C. E., Development of a Protected Air Scoop for the Reduction of Induction System Icing, NACA-TN-1134, September 1946.
Hundere, A., "Autogas for Avgas?" AOPA Pilot, October 1969.
Hundere, A., "Why Not Autogas?" The Aviation Consumer, June 1, 1982.
Kimball, L. B., Icing Test of Aircraft-Engine Induction Systems, NACA-WR-W-97, January 1943.
MacDougall, N., "Some Facts About Gas" Canadian Aviation, May 1982.
Neel, C. B., A Procedure for the Design of Air-Heated Ice-Prevention Systems, NACA TN-3130, June 1954.
Newman, R. L., "Carburetor Ice: A Recurring Problem," National Assocation of Flight Instructors Newsletter, pp 1-4, December 1977.
Newman, R. L., Carburetor Ice: A Review, Office of General Aviation-FAA, TR-77-19, November 1977.
Newman, R. L., Flight Test Results of the Use of Ethylene Glycol Monomethyl Ether (EGME) as an Anti-Carburetor-Icing Fuel Additive, FAA, TR-79-9, July 1979.
Obermayer, R. W., and Roe, W. T., A Study of Carburetor/Induction System Icing in General Aviation Accidents, Manner System Sciences, NASA-CR-143835, March 1975.
Phillips, E. H., "Automotive Gasoline: Can it Substitute for Aviation Fuel?" Aero Magazine, December 1978.
Puccinelli, A. R., "The Venturi Could be Your Personal 'Ice Factory'" Aero Maga zine, pp. 22-23, December 1976.
Richter, K., "Carburetor Heat: How to Use It," AOPA Pilot, December 1959.
Richter, K., Carburetor Heat: How to Use It, SAE Paper No. 448b, January 1962.
Schuel, H. J., and Burt, H. G., "New Tests on Carburetor Icing," Petroleum Refiner, November 1960.
Silitch, M. F., "Alternatives to Avgas," AOPA Pilot, April 1982.
Skoglund, V. J., "Icing of Carburetor Air Induction Systems of Airplanes and Engines," J. Aeronautical Sciences, 8, 1941, 437-464.
Sparrow, S. W., Airplane Crashes: Engine Trouble -A Possible Explanation, NACA TN-55, 1921.
Trammell, A., "What Can PFA-55MB Do For You, "Flying, pp. 44-45, 72, February 1967.
Weeghman, R. B., "Using-Outlaw-Autogas, " The Aviation Consumer, June 1,1982.
Weeghman, R. B., "The EAA's Crusade for Autogas Approval," The Aviation Consumer, June 1, 1982.
A-2 Weick, F. E., "Powerplant Failures - Causes and Cures," ,Aviation Week, pp. 21-25,' March 7, 1949.
Whisenhunt, G. B., Prevention of Ice Formation in Light Aircraft Induction Systems by Using Automatic Controls to Operate the Carburetor Air Heater, Thesis: Texas A&M University, August 1955.
Use of Carburetor Heat Control, Lycoming SI-1148A, December 1967, Key Reprints from the AVCO Lycoming FLYER, AVCO Lycoming, issued January 1972.
Special Study: Carburetor Ice in General Aviation, NTSB-AAS-72-1, January 1972.
Those Icy Fingers, The Aviation Consumer, Volume X, No.1, pp. 11-15, January 1, 1980.
Zeisloft, H.C., Experimental Aircraft Association Autogas Flight Test Report, AFR 81-1, September 28, 1981.
A 3 APPENDIX B
CARBURETOR ICE WARNING DEVICES APPENDIX B
CARBURETOR ICE WARNING DEVICES
These items are available as "off-the-shelf" optional instrument items.
a. Charles B. Shivers Jr. 8928 Valleybrook Road Birmingham, Alabama 35206 (telephone 205-833-7968)
This device is a carburetor modification to the throttle plate and accompanied with a cockpit indicator to provide warning of ice accumulation.
b. Boldnor Electronics Boldnor Farm Nr. Yarmouth, I.O.W. England (telephone 098-376-0268)
This device is a thin metal plate positioned between carburetor and induction mani fold and accompanied with a cockpit indicator to provide warning of ice accum ulation.
c. Dataproducts New England, Inc. Barnes Park North
Wallingford, Connecticut 06492 (telephone 203-26 5-7151)
This device is still under development, however, it will be a throttle plate mounted ice detector accompanied with a cockpit indicator to provide warning of ice accumulation.
d. A.R.P. Industries, Inc. 36 Bay Drive East Huntington Long Island, New York 11743 (telephone 516-427-1585)
This device is a small light radiation source with a light sensor attached, all of which mounts in an existing 1/4-inch hole located in the carburetor venturi area. The light sensor connects via electric circuit to a cockpit mounted warning light, sensistivity control and optional warning horn.
e. Richter Aero Eqipment, Inc. lS194G Ridge Road Essex, New York 12936 (telephone 518-963-7080)
This device is a small wire sensing coil of known resistance characteristics which change with temperature. The sensing coil mounts in an existing 1/4-inch hole llocated in carburetor venturi area. Attached to the coil via electric circuit is la cockpit mounted air temperature gage with color warning area and placard.
B 1 APPENDIX C
BASELINE TEST 1 SEQUENCE MANUAL DATA CAnURETOR ICE TEST DATA ~A RUN I TEST # ---'--LI DATA PAGE !1 _1=--_ DATE fr-h/82
FUEL 1.00LL BAROMETER - In. Hg A .,:;';,;,..«\;,;,..'8=-8~__ PUMP OCTANE _ DRY TEMP 5 q ° F WET TEMP Sho·F__ RELATIVE HUMIDITY -'8;,;,..Lj..:...... __~: Test Point .1. 2 :5 '1 5 6> 7 8 q 10 1.1 12- 1.3 1'-i 15 Time 1~:38 I~:'l'l 13:'1"1 13:56 1't:O' 1'1:07 1'1 :13 1'I:I't ,":25 1'1:30 ''':17 ''I:'12 ''1:'16 1't·.50 1'1: 5'5 RPM 1000 1100 1200 1300 ''i00 ISOO 1"00 1700 laoo '''00 '2,000 1'00 2.2.00 noD '1."00 Manifold Press II.S 11.6 .\.q I :l.I l'l.S' .3.2- '''.1 15.1 .S,s 1".60 17.'7 18.7 .q."I 1.0.7 2.2..0 Torque ,,,.& 2.0.0 2.3.0 30.5 3"1.3 'i1.0 "17,0 56.0 ''i.S' 6S. 8 7".0 81.0 IB.0 '01.0 1140.0 Horsepower 3.0 'U ,... 7."1 10.1 11.6> I~O '''1.2. 2.'1.3 '2...... 30.0 33.0 37.0 1f5.0 5'4.0 CHT f1l 'ZO," '2..0 1.18 Z,30 2.""" ,5'1 '2. 560 2.&3 2.52. 2.'" ~20 31" 33"1 32." 35'0 #2 20ct 2.13 22? 2."l"t 2.5'0 '2.6>,", 2. 7"1 '2.8S' 2ql '2."12 30"1 32.8 3 .. 5 355' 36"1 #3 Iq9 20Z. 2..lb 228 2"'" ,60' 2.""1 '2."7 2..81 '2.86 287 2.81 '2.87 32.3 nq #4 ICl8 Iq't 2.1'" 231 l.'12 '2.57 ·U.' 270 2&1 2.6S 2.,"1 307 331 3'1 l.f 3LfC\ EGT 11 3'l6 ...0 'i'2.8 'ISA '1110 507 52." SSS 5S"1 " 2.'1 10(,5 ""'I 6"1"1 "81 72.7 12 2.'tq 31"7 3'17 318 3qS '1'2.7 'Iii" '1""1 .. 8S ..'t.. 52.'1 553 ss," 5"15 fol'Z. 13 32.8 338 :s ..e 388 "IS .....5 "5" ..70 ..ell 510 su 51.7 538 5'7"1 5"18 #4 32.5 338 3"S' 38C\ 3~e '13'1 'i'll '151 ... ao 'IS7 502. 5 ' ... S3C\ 55" 55S Valve Port 14 ,"'1. 138 '30 •1. CI II"! III q~ 8" 7'7 6>3 sa S6 56 55 S"I Valve Port #3 I 'Cl\ 101 ql. 87 70 ,"I 5' 52 'It> .. ~ ..... "'" " lot "1 ... "" Upper Tube #3 '73 72. ., I.S '0 5'8 ... "1 "17 "'6 ... ~ '4'2 ,,2- 'II '\1 lofJ Lower Tube #3 If! '13 'il ..0 'to "'5 38 38 3' 38 38 3"1 3'\ 3"1 "'0 Carburetor Adaptor Upper 2G> U 2.'i I3 25 U 2.& 2." U U Z7 3/ 37 37 3\ Carburetor Adaptor Lower 5C1 58 57 57 57 57 57 5' SII 5" 5, Eo" 60 60 Throttle Plate Upper 36 36 :JS 35' 3S 37 31 2,' 30 31 32 33 33 33 "3"1 Throttle Plate Lower 38 "0 ..,0 '"10 311 ..l 3 lot 31 31 3' 31 n n 32. 12- Carburetor Temp. Probe bO 5' 56 1.0 57 58 51 ... 8 ... 7 ~S "s LiS "'S "!Iot ... S' Carbure~nr ~n~' ,"0 Set SCI Set 5"1 5" 58 S"l S"l s't Sq 5"l 5" 5't 60 Sediment Bowl 1.3 63 &3 U 4:02 n ,"0 '0 60 '0 60 ,"0 60 6D ~C;% y y y y !y'" ~~ I~ y ~~ Fuel Tank AuTO'GA 5 :.v r IY ;Y Test Cell 57 S7 57 S7 56 57 57 .5'6 57 57 58 5't sa 5" 5'1 Water: ON/OFF OFF OFF OFF OFF OFF OFF OfF OFF OFF OFF OFF OFF oPF OfF OFF Ice: YES/NO "'0 .... 0 NO NO ",,0 "'0 MO NO NO NO NO NO NO ~o III 0 l"ue 1 ?low 1.1 1.3 I.~ 1.& /.8 ~.o 2.3 3.1 3.2 .J.e "'.3 '1.1 5.2 5.7 6.3 Mixture (R. or L.) R R R R R R ~ P. R R R R R R R Remarks:
C-l CAR~URETOR ICE TEST DATA
RUN # lA TEST I 4 DATA PAGE f/ ----'2.=-_ DATE "hI82. FUEL 100 LL BAROMETER - In. HgA l.Q.88 PUMP OCTANE ----- DRY TEMP ~F_: WET TEMP 5" 0 F__ RELATIVE HUMIDITY ....:8::....4-'--__'1: Test Point lEI 17 18 1.1:1 Time lit :SCJ 15:03 15:07 IS:I'l. RPM 2.500 2.600 2.700 2."7 SO Manifold Press 13.3 z.... 1.f 25.... l.b.'f TorQue 118.0 12.$.0 13Q.O 1.,11.0 Horsepower Sh.O n.o 7Z,o 7Q.0 CRT 11l 3'40 3'47 382 3't3 12 387 3Cli- 38z H3 13 355 5Q'l IHI "13' #4 38' 'tlq Lf'f3 '"150 KGT f1l 72.' 7"4' 18' 7q& - 12 " 53 '''18 ,'ti- 758 #3 "'2.& &17 70q 72.'f #4 "''"1 "38 "&7 "7'"1 Valve Port f/4 51 53 Sit S3 Valve 'Port f!3 'is 'tb 'ttl 'fb Upper Tube. f/3 'i3 It5 'i5 '45 Lower Tube f/3 Lf~ '4' 't'2. "I' Carburetor Adaptor Upper 32 3't 35 3S Carburetor Adaptor Lower ., U. ''2. &2. Throttle Plate Upper 33 33 33 33 Throttle Plate Lower 32. 33 :51 3"1 Carburptor Temp. Probe LIS 'is 'is "I'" Ca rbure tnT lin",' "0 &0 60 60 Sediment Bowl ,"0 '0 60 60 ~~% ~ Fuel Tank AvTOGAS Y ~Y ~V 1// / / / / / / / Test Cell S, 5' '0 60 Water: ON/OFF OF"F' OFF OFF oFF
Ice: YES/NO NO ..a 0 NO NO P'ue 1 "low 60,8 7.2- -r.b 8.' Mixture (R. or L.) R R R R Remarks:
C-2 CAR~URETOR ICE TEST DATA
RUN f1 lB : TEST f1 'j : DA.TA PA.GE fJ _1__: DATE "/e/a2. : FUEL 1.00 lL : BARO'ETt:R - In. Hg.A'2.9.~1 : PUMP OCTANE : DRY TEMP ---b2° F- : WET TEMP ~F_ : RELATIVE HUMIDITY bC\ '1.: T~st Point 1. 2 3 5 6 7 8 9 10 11 12- 13 1~ 1.S Time 13:1'1 13: l'l 13:13 13:t7'"' ":1.'\ 13:33 11:3. /1:'11 IS:'I1 '1:'17 11:5' '3:S~ /1:51. 1'1:00 1'1:01 RPM. 1000 1100 11.00 1'100 1400 ISOO 11000 '700 'BOo ''100 2.000 'tIOO 1.1.00 2.300 1.,,\00 Manifn1d Press 11."4 11."1 .1.7 12.0 "l.." 13.3 '~.I ..... S IS."Z. '" ., '''.f! le.z.. 1".'3 to.'" 'H~ Torque ''1.0 1.'1.0 1. ...0 33.0 38.0 "'11.0 \flo.o St..O Sq.o '"5.0 72.0 81.0 81\.0 100.0 111.0 Horsepower $.0 ".0 7.0 '.0 11.0 13.0 1$'.0 ".0 2.'.0 1. ....0 28.0 '$1.0 3'l.0 ,",S.O 53.0 CHT #1 '2.1'l 1.'. 1.1." 'In z.SIl 1." 2B1 1.Qo 30~ 330 3"2, 151. 3"" 310 3"" ff2 1.1S' 1.IB 130 1.'110 2.5 .. 'l'1 1.qo 305 310 :US' 13'1 3 '11 3105 3'''' 38b If3 l,o't '1.10 1.1.1- 233 1.52 1.72 '2.q, 2Q" 30El 330 3'to '350 1\0' 37f:> !'U fl4 101 1.07 1.,et 2.3S 1,52 1...5 ~8' 2.,\10 3°"1 313 JJI 337 'US 3"'1 3'1 I EGT #1 388 'i0'1 'tlo"l $12 81q - 'fl.7 SU S'" s,o .. ", 115 1't'f 773 80' 81.'3 fi2 '1>12. 32.0 3'1'1 US 'loq ... "''7 "'In SCI'! 5'2.8 s ..o s.... "o't 10"'10 1058 "qS 1f3 n~ 3"'10 3108 3'40 '11.,\ 51'3 502 53"1 SI7 Io°S .3,,\ ..S~ '1' , "'7 .." I ft4 33'4 335 3b2. '3q, "i07 ~.53 "'18" ~I" su. 550 '53Q 5 't I S(.S 5B"4 ~17 ~Va1ve Port ft4 ISS I~S .... 0 135 111\ 117 107 '03 ""I B'\ "8 S'I sq 58 SS Valve Port if3 12.& 11.3 liS lOS q~ eto eo 73 71 57 ~I "i. ...5 4S Upper Tube /13 78 76 1'" "8 "14 bl .58 Sl. SO Ii'"" ~1 'iii ~" '41 "lit Lower Tube /13 "'«\ 'n ..... ~3 Lt3 li3 '"I' 3et 'lit ... 0 3q 31\ 3" "'10 "10 Carburetor Adaptor Upper ,8 ~f:> 1.1 '2.5 'loS ~s 'l1 'Zb tb lb 'Uo 2.8 31 35 Jol Carburetor Adaptor Lower SC\ S't S1 5'1 5'1 S8 S'I S"I 5q 5'1 SCI ,"0 (,0 ,"0 I., Throttle Plate Upper 38 3f:> 35 1" 35 37 3"1 3S 35 3'" U. 32 3Z J3 33 Throttle Plate Lower !q 37 J8 3'\ 3' "40 3" 35 35 35 32 J'Z. 31 3'Z. 31.. Carburetor Tern? Probe 101 1.01 "0 '0 Sq ". 5'\ 52 so 50 118 '"''' % '"I" Lib Carbure t-nT Rnw1 bO 60 "0 "0 '"0 "0 ,"0 (.0 '0 100 ,"0 '0 ,"0 {,O ,"0 Sediment Bowl Ilt "Z b3 (.3 "5 "3 "5 "'I ""I ~If f:>3 {,3 {,3 "3 ~~% y"" y y y ~ ~ Fuel Tank Avf"G-AJ ~ Y Y Y ~ Y Y Y ~ Test Cell 58 5' 58 58 38 S8 58 58 S8 58 58 58 5& 58 S,\ Water: ON/OFF OFF OFF OFF OF'!=" OFF OFF' OFF OFF' OFF' o F'F' OFF OFF OFF OFF OFF Ice: YES/NO NO ~O ~O ""'0 ...0 NO )40 1'40 NO NO NO NO NO NO NO ruel ?'law \. \ 1.2 1."1 1.5 1.7 1.8 '2..0 2.'3 1..S 2. ... 3.0 1.5 3.8 "'I.'t ... ..,
Mixture (R. or L.) L L L l L l L L L L L L L l L Remarks: -
C 3 CAR~URETOR ICE TEST DATA
RU~ I 1. e TEST I --,Y,--_ DATA PAGE I ~,~__ DATEI:.JsIBZ. FUEL 1.00 Ll BAROMETER - In. HgA 1.9. C\ 1 PUMP OCTANE _
DRY TEMP ~F_ WET TEMP 5 It:. 0 F__ RELATIVE HUMIDITY _"=.....!C\__'7.: T~st Point 1.1:. 1"7 1.8 111 Time 1'1:05 ''1:08 Iii: 13 1"~18 RPM '1.500 ",00 2.100 1.7,0
-,':1C!'1i fnl d Press z.3.' 2.ot'4 25.& 206•• " .J2r gue 118.0 12B.D 135.0 1..'1.0 Horsepower SB.o ""'.0 71.0 80.0 CHT /}l 3'15 lqS '108 '41& /17.- 3qq 'i17 'i3'\ '1'iz. 1'3 '406 "It'i lot"'''' "153 f!4 '4 dc! "'30 "IS" ""l. -:GT /11 788 7'13 8/'Z. 82.3 /12 70S "72.5 72,1 73"1 f13 701 12.6> 7'40 750 f14 'S'i "88 ", '10 Valve Port ff4 53 53 52. 53 Valve Port If3 'IS 'IS "" 'is Upper Tube ff3 "13 '13 ... " l.f ... Lower Tube f13 'i0 '40 '4' '4' Carburetor Adaptor Upper H 33 3'i 3S Carburetor Adaptor Lower " I ". "I Throttle Plate Upper 33 33 n 3t" Throttle Plate Lower 32. 3l :n 33 Carburetor Temp. Probe "'6> "IS 'is "I'" Carburetor lIn...1 6>0 '0 "I ". Sediment Bowl &3 I., ", I., ~~% ~ Fuel Tank AuT"OG-AS Y Y y Y V /'/'/'V / / / / / Test Cell SCI S"'I 5' S, Water: ON/OFF OFF OFF OFF of'F YES/NO Ice: NO NO NO NO l"ue 1 "low S.... S., 6.7 7.1 Mixture or L.) (R. L L L L Remarks:
C-4 CAR~URETOR ICE TEST DATA
RUN I 1C. TES T f1 _!.jJ.-_ DATA PAGE f1 1 DATE ,hlez FUEL UNI..EAb£O PRt""'UM BAROMETER - In. HgA ,q.88 PUMP OCTANE _q..:..=l~ _ DRY TEMP S qO F WET TEMP SboF RELATIVE HUMIDITY ....::8::...4...... __t: Test Point '- '2. 3 'i 5 b 7 8 q 10 11- 1.1. 13 1~ 1S Time IJ:a.7 Is::n 'S:U 15:'40 15:"'" 15:"7 15:52- ,*,:01 1":05 1*':12 q:ol 't:o'l q:l'l 'taq 't:2"f RPM 1000 1\00 1'2.00 13 0 0 11.(00 ISOO ",00 1700 1800 IqoO '2.000 2,100 1.1.00 '2.100 2.'too Mani fold Press 11.5 II. J 11.7 I~.I 1'2..3 13.1 I~.O 1....7 IS.~ I..... 17.... 18.b l't.e 2,0.8 ~.'Z..l TorQue 1'l.S' 1't.0 1.1..0 'l.8.o 3'{.0 ]"1.0 '45.0 50.0 58.0 "to.o '''.0 81..0 88.0 '8.0 113.0 Horseoower 3.0 5.0 6.0 8.0 10.0 11..0 1'1.0 11.0 '2.1.0 1.5.0 '2..8.0 3'\.0 38.0 '43.0 $1..0 CRT #1 1.01 'l08 1.1.0 'Z. 'II '2.5' u.2. 1.6'4 '2.5'1 U.S J08 11.7 3'40 ~sz. 15'1 150 12 1.2.0 11.5 U"I ,5" 1. ... 1.7'4 20ft] '2."17 '2."18 z.eo 1."10 103 333 3~3 3" #3 I" 5 1.01 2.IJ 1.,0 UI 2. 5' f> 1.77 U3 'l.81 2"17 1010 1/8 10' 330 335 #4 tot '2..0" 1.Iq 238 H3 2.80 '2.87 z."lt 'l.'"7t 'I.'~ 2.91. 11ft U8 ""7 'I. "I" EGT 111 3"10 3"120 '1U, 'IS" soJ 505 Sz. ... 511 n, "17 107'" '0'1 7"11 '18 71.'1 #2 31'" 333 310' 'lOS 'H'7 &4'4' 'US '4S"l '4ftS ~"I'i '4"fq ... ,q 5 'H. S80 1.1.7 13 31.60 333 358 373 381 '4111 '4'7, 'in ...ql 51~ son 55' S'71. 57ft S"lO #4 n, 3'4 I 358 J'H. '40,,\ ""I' '470 '417 1.(87 'is 8 '433 '11045 "I "I'! 'ISS S~'1 Valve Port /14 13 " I'l.l 118 11"1 '0" 105 q'"7 88 8l. 70 10'2. 60 5'7 Sf> 55 Valve Port #3 101 '0' 'IS 87 81 B3 ", {'8 10'\ 5'\ 5.. 'f"l '47 ..7 'i' Upper Tube /13 ,... "fS "1'2. I.'Z. 5, "CD '0 5" Ii" "f7 "IS 'i'" "1"1 "1"1 '1'1 Lower Tube #3 SI so "1'\ '47 '11 I.(~ ... ~l 'I" .." "'s 'no , "I' '41 'II Carburetor Adaptor Upper 3"1 3.3 31 ,q JO :51 H. 1." '2.'"7 1.'" U lS l.8 3D 10 Carburetor Adaptor Lower ~O (,,0 S't '0 '0 "0 '0 SCI 5''\ S .. 57 58 58 sa S8 Throttle Plate Upper 1.10 '10 1041 .. 2. 'n. "'I 3'\ tq '2.8 n 1.10 '2,61 ~60 '2." 1.7 Throttle Plate Lower 3'\ 'II '13 ~Lf '1"1 '13 "0 n 31 t"l 17 17 l7 l7 Z.7 Carburetor Temp. Probe 1001 lo~ I.", ", "3 (,,3 Slof "IS "IS "12. ~~ 38 H 37 3" Carbure tnr Rnw' 6O tol 61 I., ", toD Sit 51 $7 ,. se S8 58 '" " I Sediment Bowl 103 "'4 10"1 U "5 ... "3 U. 'z s, 5"'t Sft 60 ,., #NG~ " Fuel Tank ",-uTO'GAS ~~~ ~ 1.-4 h ~"'" h h ~ ~h ~ ~ ~ Te'lt Cell SCI S'I ,., 51 60 sq SCI 58 58 58 55 sto SAo s. s5 Water: ON/OFF OFF OFF OFF OFF' OF' OFF' OFf' O"F on OFF OF'F OF" OF'll" OFF OFF Ice: YES/NO "'"'0 NO NO NO NO NO l'l0 NO NO NO "'0 NO NO NO NO
l'uel PI 0\1 1.1 1.3 1.5 "'. 1.8 l.2 l.3 1..& J.I 3.7 ~.O "4.S" S.O 5.5 6.1 Mixture (R. or L.) R R R R R R R R R R R R R R R Remarks:
c-s CARllURETOR ICE TEST DATA
RUN I 1 C- TEST 1 _4...:..-_ DATA PAGE I _ ...2.__ DATE ~/81Bt reEL UNLEAb£D PREMIUNI BAROMETER - In. HgA 'Z.I:\. ~'2. PUMP OCTANE _q..;...1=-- _ DRY TEMP 5 ~o F WET TEMP 5 ,",oF RELATIVE HUMIDITY _7:....::!.3__'1: Test Point 1f:> 17 18 1'1 Time ,,:U ":35 ":140 q:145 RPM 2.500 '1.6000 2.100 2.750 Manifold Press '2.1.'" 1.~.6> 2.5.& 2,b.S Torque 12.2..0 .JCl.O IS3.0 '.2.0 Horsepower SCI. 0 72.0 80.0 81>,0 CHT 11 I ~'3'1 :SSCI 'liS 3" 12 3'160 38'1 38'7 '101
#3 357 "Ill '" :SCI '11'1 #4 '3'1" 142.8 1.41.4/0 '1 S I EGT 11 '1" '13'1 ,,,,,. 80S #2 Io'il 1./07 '""'t "'i" #3 "'l.'1 ,,·Pt 7'Z.' '72. 8 #4 (,,2.0 ""''1 ""3 1072. Valve Port 14 5"1 S"I 5' 57 Valve Port 13 "''1 "17 "f'7 '17 Upper Tube 13 1.4'3 "11.4 '1'1 "'''1 Lower Tube /13 '10 Ifl '11 '11 Carburetor Adaptor Upper 3Z '32 33 J2 Carburetor Adaptor Lower 58 58 57 5'7 Throttle Plate Upper 2." 2." loS 2,. Throttle Plate Lower 2." U. 2" 2.7 Carburetor Temp. Probe 3'- 35 3S' J" Carburetnr lin..,' 58 57 57 S7 Sediment Bowl SCI 5'1 58 5"\ fi /N .% [7 ~ Fuel Tank ,AIJTOGI1S I~Ihr~IA:V / / / 1/1/ 1/1/1/ Te~t Cell 55 55 55 5$ Water: ON/OFF OF~ OFF oH' OFF Ice: YES/NO NO ""0 NO NO Fuel ?low 6.5 ••"1 70S 7.1 Mixture (R. or L.) R R R R Remarks:
C-6 CAR~URETOR ICE TEST DATA
RUN ~D TE ST fI _L.l-'--__ DATA DATE b/e/82. t -=~-- PAGE /I 1. F1JEL UNLEADED PREMIUM BAROMETER - In. HgA 'Z.'I."l'2. PUMP OCTANE _1:\'-'-1 _ 0 0 DRY TEMP 5 '1 F WET TEMP 5 '"1 F RELATIVE HUMIDITY _7~3__'t: Test Point 1 2 3 '"i 5 6 7 8 q 10 1.1 12- 13 lY \S
Time '0:02- 10:0" 10:'0 10:'8 '0:1." 10:10 10:t'" 10:38 10:"" 10:50 10:$'i 10:5"1 II:"., 1/:07 II; 12. R'PM 1000 1100 12,00 '300 1,,00 150O 1"00 '700 1800 ,'too 2.000 2.100 2.2.00 2.100 1.'100
Manifold Press 11.1- I,", 11.6 12. I I~."t 11.3 1.... 2 ..... 7 IS.3 Ib.1 '7.0 18.' 1'l.S 2.0." 2.1.7 Torque '5".0 to.o 28.0 30.0 3t>·0 ]q.O "10.0 51.0 5"1.0 "7.0 7'1.0 82.0 eta.o "17.0 10b.o Horsepower J.o 5.0 7.0 8.0 /0.0 /1..0 IS.O 1"1.0 2.1.0 z.".0 t."I.o 3 ....0 uto 'i3.0 ,,\q.o CllT 1'11 200 213 n.b 2.... b U3 'l lot> 2."" 278 z.ql HZ 3'13 353 357 I:n.. 3qb '2."110 0 :\105 f!? 220 US 2.'10 l.SB t"'f 2"Jb 3 8 J " 32."1 !!O" 3'15 .378 3'1' 13 1'16 2.0'1 2.1"1 'l10 2,'''~ ·US U3 '2."1" '2."1" '32.'\ 3'1' 35", 3H 37"1 ~B6 1'14 2.00 2.ob 2.1.0 '2.'15 2.52- '2.l>8 1.85 l."IS 3°5 'US 330 :530 3"17 357 383 RGT 111 37.. 3'''' "'116 '1 S6 Sz.q SI"7 :In 51>1> 5q, n,S 751 78' 803 ItS 8U. /!2 32.\ 330 37B "32 '12" 'ISS sot 52.1 51" 510'1 5"2 580 "37 "57 10 IS fl1 3 13 32.'1 35' 380 3"17 "$2 "85 501> '1'8 578 '05 &1.8 '50 "71 " a. 14 335 333 3'-8 Ln." 'f0O "s'\ "'81 soz so'i S&'l S'l5 S'i' 55'1 5.3 Sq2, Valve Port /14 137 1'2.1. 11.2. liS 103 '0"1 q'1 "10 87 83 73 '7 4o'i U. ~I Valve 'Port #3 101 '00 "lq 88 7'1 eo 73 '71 "5 65 5'\ 53 so so '1" . Upper Tube /13 72- 73 72. "S S"l 57 S'i Sl so ~., 'i7 ~b "'S 'is I.lS Lower Tube 1'13 'lq 'is '4'" '4S '{'1 '43 ''13 'il. '11. ·U. '12. '42, "2. IH 'il. Carburetor Adaptor Upper JI 31 27 'a7 ~8 2.& 2.7 1..7 ~ 3' 30 2.8 a7 30 33 JZ. Carburetor Adaptor Lower 57 56 S6 '6 56 Sb 5~ Sf> 57 5& 57 57 57 58 58 Throttle 'Plate Upper 36 38 37 3"1 38 38 3& 33 2.8 33 z." za ze 2.7 1.7 Throttle Plate Lower 37 37 3Cl 'II '10 .,0 38 3S 31 35 3 I 2.'\ 2.CII n 2.8 'IS Carbureto. Temp. Probe 58 58 5'8 57 51 58 51 "8 "IS ..- "2 '10 38 37 37 Carburetnr 1\,,<.71 S8 58 57 57 57 57 58 57 ~~ 57 1$7 58 57 58 58 Sediment Bowl ". "2 (,2 &2. (,1 ,"0 ,"0 '"0 6o ~o 100 100 100 ~~% " AuTOc;.~ " /~ ~ ~ ~ Fuel Tank 5 ~ h h h ~ !~ ~ h h h h Te~ t Cell 5S 5t> S5 SI> 55 55 5& s.. $" 55 55 So! 5" $6 ~ ..
Water: ON/OFF 01"1" OFF 01"1= OFf OFF OFF OFF OFF: OFF OFF OFF OFF' OF'F OFF OFF Ice: YES/NO NO NO NO NO NO NO NO NO NO NO "'0 NO NO NO NO l'ue1 1'1 ()'W 1.0 "I 1.'2. '-'"I I.S \.6 'l.O 2..2. 1..7 2..8 3.0 J."1 J.S ..u ".7 Mixture (R. or L.) L L L L L L L l L L L L L L L Remarks:
C 7 CAR~URETOR ICE TEST DATA
RUN # 10 TEST Ii ---:'"1__ DATA PAGE Ii ~~~__ DATE 1018182. roEL UNLEAbEO PRtpJ\IUM BAROMETER - In. HgA 2Q.Q1. PUMP OCTANE _q-'-=1. _ DRY TEMP bOO F__ WET TEMP SSoF RELATIVE HUMIDITY 7'3 '%.: Test Point lb 17 18 lq Time II: 18 ":2.2. II:1.6 11:30 RPM lS'OO 1.600 'l700 1.75'0 Manifold Press 2.1.1 1."'.7 loS."I. 1.61 ... Torque 11 •.0 133.0 13&.0 ''4'\.0 Horsepower S•.o .'.0 71..0 80.0 CRT iiI 3"13 38.. 'to" ,,\oS 12 3'" "II" 't3'i "'''IE> #3 3'15 "'1.1 "''''8 'iSO #4 '418 "433 "'5'3 "4"3 RGT /i1 7'\ S .,83 81.1 SlID
#2 '15 733 7 $''' 757 li3 "75 72.-' 75 Z. 753 #4 "55 E>qb 710 71-' Valve Port li4 110 &1 U. U Valve Port fF3 Le8 '4'1 "IS 'i& Upper Tube li3 '4' '4S "4S '4"1 Lower Tube li3 '42. '42- "II '11
Carburetor Adaptor Upper 3'3 3"1 3"1 3'1 Carburetor Adaptor Lower 58 58 57 51 Throttle Plate Upper 2.7 2.6 2.6 '15' Throttle Plate Lower 1., 27 2.6 U. Carburetor Temp. Probe 37 37 3" 3S Carburetor lIn..,1 58 58 5' 57 Sediment Bowl 5' 5'\ S"I 5'\ ~G~ Fuel Tank AvTOG-AS ~h ~ ~ / / / / / / /'/ / / ~ Test Cell 5E> 5& 56 5. Water: ON/OFF oFF OFF OFF OFF
Ice: YES/NO NO NO NO NO Fuel 'P'lov S.~ •.0 Ito." b.' Mixture (R. or L.) - L L L L Remarks:
C-8 CAR~URETOR ICE TEST DATA
RUN g :3 A TeST g --=S'--_ DATA PAGE g __=1__ DATE 10/2.5/82. FUEL U NLEADEb REG-ULAR BAROMSTER - In. HgA 30.0b PUMP OCTANE -'------87 DRY TEMP 77°F WET TEMP ~3°F R~LATIVE HUMIDITY _~~5~ 7.: T""t Point 1 'l :3 "i 5 b "7 8 q 10 11 1.2. 13 1.'i 1S Time ':58 10:0"1 10: 0 8 .0: \I ,0:lS '0:18 10:'2.1 10:'2." '0:1.'7 '0:30 10:3'1 lo::n 10:3" lo:"l 'O:'i'C
RPM ,000 1100 1'2.00 '300 '''fOO 'Soo '''00 '..,00 '800 1"100 1.000 ~'OO ~z.00 2300 2....00 Manifnld Press II." 11."1 II.S 1'1..0 1l..Z. 11.... 13.7 '''.5 IS.'l III .'l n.1 '8.0 ''1.;\ l.0... 1.1.'1 _Torque_ 13.0 ''1.0 '1.0.0 'la.o 3>(.0 3".0 ~2,.0 '4S.0 $'1.0 S'!. 0 '-~ "'4.0 7'1.0 '10.0 'l8.0 Horsepower :J.O 'i.o s.o 8.0 ,0-O 11.0 13.0 1$.0 ''1.0 U.O '2.".0 30.0 3'4.0 ~I.O ~5.0 -~ CHT ~l '!.IO 'l!.' 2,30 1.'4, '2.105 1."3 'L" 5 217 2'1"7 l.'I" 1l.'l 3'11 35"1 "151. Hi ff2 2.1." U't 't'l'" 1.5'1 1.'7l. l80 '2."" 310 1l.1 310 3'0 3U 33" 31o'f 318 113 'tl't 1.,,, 1.1., 1.37 1. S 3 1.107 '2.87 300 30"7 Z. '17 318 3B H7 337 35S 114 1.1"1 1..8 'U." 1.,,",$ '2."'" 2.72. 2. 87 '2.qq 3'2. 30'1 303 30S 310 3~7 3"7 EGT III 3QS 'f03 'fZ3 ... 5't .52.1 52.'f 52.8 570 Sn "12. ~f>2 72.b 71'\ 733 '72.0 /12 3Z.7 331 3"& "'08 "I2.~ ~"I' ... 75 512 Sib "''''1 50" 52.~ 5 't3 SU "18 /13 33'" 353 !81 "10"4 'itS ... S.. 'f13 52.7 SZS Sl8 55q 581 588 "07 b30 /14 3"'7 3'f'l 377 'fll. "'Z.S ... ,.. "'7'" 5°5 513 48b Soo 14'U> ~''2. 5'2.Q 565 Valve Port ff4 l'tq 135' 1:S'1 131 12.1 117 I' 3 \0'\ 100 'u 83 7'l 78 78 "IS Valve "Port If3 lib 117 118 107 101 100 ~~ qZ 85 7" 73 70 66 'Ai 'S- Upper Tube 1f3 Sq ",0 Sq 83 7' 76 1'1 72- 67 "5 ,~ 6'1 "'2. &0 1.1 Lower Tube /13 bb 65 b'! "'2. b'l. '2 ". 5"\ 58 58 58 57 S6 S& Carburetor Adaptor Upper """'1'1 "'8 '111 ..,,. 'fS "1& lib "'S 'fO 35 32- 37 38 "'0 'II Carbure tor Adaptor Lower 7'2. 72- 73 73 7:\ 73 7'f 7'1 7'f 7"1 ,... '75 7S 7S 76 Throttle "Plate Upper ..... 51 .51 SZ 51 50 'f8 "47 31 30 31 31 3 0 30 30 Throttle Plate Lower 'i'l 50 5l Sot 53 53 50 't8 36 33 33 U 11 11 31 Carburetor Temp. Probe '53 '0 "3 "'1 6S " 6S loS It'I 38 3" 3S 33 11. 30 Carbure tor 'Rm.,l 70 "71 '72. 7'Z. 72- 72. 7'3 "73 73 72 7'2. 7l 72. "73 73 Sediment Bowl 80 80 '8 78 "1' 78 78 7' "77 77 76 7& 76 76 7. ~~~ ~ ~ ~ Fuel Tank Auf;;;lGAS A:~h h ~~ h h ~~ h h _Test Cell 73 n 73 7:1 73 ''I 1'1 73 7'\ 7'1 7'f "1'1 71f '7'f 75 Water: ON/OFF OFF OF'F OFF' oF'F ofF OFF Of:F oFF Off OFF OFF OFF OFF OFF OFF Ice: YES/NO NO NO NO ,.,.0 NO NO NO 1'i0 NO NO ,.,0 NO NO "'0 NO Tuel now 1.0 1.1 I:l. I.'f U, 1.8 '2..0 '2..3 Z... 1.5 'C.D "4.'3 5.0 5.S ".0
Mixture (R. or L.) RRR R R ~ R R R R R R R R R Remarks:
C-9 CAR~URETOR ICE T~ST DATA
RUN # 3 A TEST # -=5__ DATA PAGE # ~,~_ DATE ("J~S/B2. FUEL UN\.£ADU) R£GoULAR BAROMETER - In. HgA 30.0b PUMP OCTANE --.:8~7~ _ DRY TEMP 77°F WET TEMP " '3 °F RELATIVE HUM ID ITY _4~S,----__1.: T~st Point J.'- 17 18 1et Time 10'.'1" 10:"'" 10:52 10:5" RPM I~'too '1.6>00 '2TDD nso Manif('lld Press ?3.'t to...?. ~S'." ·U,.'1. TorQue 10,".0 11'7.0 11....0 131..0
Horseoower Sl.o Sq.o " •.0 "0.0 CHT 11 33\ 3.5.. 382. "10 Ii 112 IClo 188 '403 "10""' #3 38o '408 "'3'1 "1"1'1 14 J"'''' 'i'Z.l "I"" ..53 -EGT #1 71'! , ... et 7"''' 82.0 12 101.7 .1.et '"51 1053 #3 ""B 70" '737 .,..'" 14 S"3 101C\ ...... S~ Valve Port 14 77 .,7 .,.. "6 Valve 'Port #3 Cob 106 "S 65 Upper Tube #3 U. 62 '1- 6t Lower Tube #3 57 57 56 5b Carburetor Adaptor Upper '43 ...... Carburetor Adaotor Lower 7'" 71 16 76
Throttle Plate Upper 30 10 30 l.'" Throttle Plate Lower II :u 10 30 Carburetor Temp. Probe 30 30 2Ci1 2.'l Carburet-nr ~nvl "73 7.1 73 73 Sediment Bowl '76> 7. 7. 77 ~(P% ~ Fuel Tank ",uTOCP,4$ ~h h h / /"/ ./././.// V ./ Test Cell 's '7~ ,,,, 75 Water: ON/OFF 0"" OFF oFF oFF Ice: YES/NO - .... 0 "'0 ... 0 ),10 ruel Flow ".5 6>.'" '7.5 '7.8 Mixture (I.. or L.) R RR R Remarks:
C-IO CAR~URETOR ICE TEST DATA
RUN I 3 B TEST 1 -...:s=---_ DATA PAGE 41 --=1=-_ DATE "/'2.5/82.
mEL UNLE"bfib IU(O.UI.IloI~ BAROMETER - In. HgA.::3"'0:....:....:.O--='"'----__ PUMP OCTANE ~8~7~ _ 0 DRY TEMP ~__: \lET TEMP '" '3 F RELATlVE HUMID ITY _4'-'5=---__'.: T'.'st Point 1 2 3 "i 5 4. ? a ~ 1,0 11. n. 13 14 15 Time 11:08 II·.'~ II: IS II: 18 II:1..' II :~\i 1I:t" " :10 II :33 II::n /I:'io 11:'11 II :'15 1I:"i8 II: 51 RPM 1000 1100 !'1000 1100 ''100 ISOO 16>00 1700 18CO ,qoo 1.000 1.100 ~~oo Z:!lOO z. ... oo .Manifold Press 11.0 ,to I\.~ 12..0 I 2..~ 13.1 13.7 ''1.7 15.1 110."1 ....., 11."1 la."I loO.z. 1.1, .. Torque 13.0 17.0 1.1.0 2..10.0 31.0 35.0 3"\.0 Ll6.0 52..0 '"0.0 "".0 "'5.0 81.0 84.0 100.0 Horsepower 3.0 "1. 0 6.0 7.0 q.O 11.0 13.0 ''''.0 '''.0 23.0 1.".0 30.0 35.0 "i0.0 '1"1.0 CHT 411 'lol" '2.30 2.'43 2,103 z.,S '2.87 z.q I 301 31Z. 336 )5'1 168 180 3q I 'loS #2 2,1.q 237 l. 51 2.bQ 2.&1 z.q\ 302. 318 3'30 33'\ 351 !S7 1"'" 3n :s.,S 1t3 '2.12 'Z,lq '2.15 'loS I '2.108 2.81 2,"15 313 32.7 J'U 35" 1"'" 37'1 38"1 "'00 #4 l..Ic.. 1..~0 2.3& z.sS Z,72. z. el. lo'\l.. 307 11..1 '337 350 3"'7 352- 3105 3'\1 "12.5 "153 601 &2.5 -EGT #1 3ot., 51S 53"! S,,'" 5&' 72..\ 775 'Til'" 82." 8'i"l 8'i"l 12 315 33"1 '38S "'31 "lSS 'i76 502. 5'\! 565 s." S8S S8'i "01 "'10 's.. #3 338 3S~ 3"12. 'i2.7 'i 57 4q"l s2.:~ 57S 5,\0 ...... "1 ""5 loS., "77 &'\3 "'17 414 350 350 '100 LiS 1 "1"3 'i76 soo S3Q Sb'i Sot7 58" 5"1l. 553 5"S IGl"7 Valve Port 414 IS'! l'il. 1"'3 138 13' I2.S liS 113 101 '03 ot7 88 85 8S 63 Valve Port #3 12.3 I'Z.' ,2.1 Ill. '07 10~ q7 "1'4 q2, 87 8' ..,b 7l. 'TI "71 Upper Tube 413 q'i q.. ql .. 88 8'" 6° 7S , 73 71 ", 68 67 "7 6& Lower Tube 70 1.7 ,,& /13 70 "8 6S ".. ".. "3 &.. '3 "3 ,,2. 6l f>2. Carburetor Adaptor Upper S\ SI S2 '18 "'S 'i8 "17 ..... "12 34:\ 37 :n '41 .... '44. Carburetor Adaptor Lower 7S ,S 75 7S ,IG 76 71> 7" 7& 'T7 77 77 78 78 78 Throttle Plate Upper 'fS '«7 ",eo 5'1 50 "'''1 "7 'i7 '43 ''is "'0 36 3S 3"1 33 Throttle Plate Lower SO "lot SI 5'1 5"1 53 SI SO "17 'is "I'Z. 38 3& 35 3& Carburetor Temp. Probe &7 68 68 ,ot 70 70 f>Cj &, ,"0 "5 53 'IS "II 3q 3' Carburetnr lIn...l 7't 7't 7'1 7'1 7" "lS ,S '5 7"t 7S '5 75 15 7" 76 Sediment Bowl 8' 81 81 8Z. 82 82 n 81 81 80 80 80 80 80 80
/Nf;%TO ~ ~ Fuel Tank AU vA5 h h ~ ~~~~h ~h ~h A Test Cell 75 71> 76 76 7" 'T'T 7b ..,,, 76 71> 7b 7" 76 77 1S Water: ON/OFF O~F OFF OFl< OF'F OFF OFF OFF oFF OFF oFF OFF OFF OFF OFF OFF Ice: YES/NO NO 1-10 NO NO 1-10 NO NO tolO NO NO NO NO tolO NO NO P'uel P'low 1.0 1.I 1.2. 1.3 I.e I.B 1."1 Z.\ 2..5 t.b '2.."1 3."1 3.8 't.2. .... $ Mixture (R. or L.) L L L l l L l L l l L L l l L Remarks:
C-ll CAR~URETOR ICE TEST DATA
RUN I- 3 B TE ST I- --=5,--_ DATA PAGE I- _-='=--_ DATE 1./2.5/82. FUEL UNLE"'DED REG-ULAR BAROMSTER - In. HgA '30.0b PUMP OCTANE --=8=--7'--- _ 0 DRY TEMP ., 7 F Wi':T TEMP ,,~oF RSLATIVE HUMIDITY _'"'.:..:S=---__1.: T"st Point 1'" 17 1.8 11:\ Time II :S'l 1\:51> 11:58 11.:00 RPM_ 1.500 1."00 2.700 rrSo Manifold Press 2,3.0 1.".1- 1.5.5 1.~.0 '!'orque 108.0 118.0 12.'.0 1~2..0
Horsepower Sl.O 5'1.0 Co&.o '70.0 CHT 1H 3"l"l 'i00 'fOS "lO~ fr'l 'f07 'i1.2. 'ilS 'fSO
li3 'f18 '13" 'i'f' 'i 56 ff4 '"IZO 'i17 'iSS 'i&S Boo 8/1 -;;;GT #1 815 8/2- 1-2 '70'i '72. , 732. 737 #3 7Z,'1 ., Sf> 7"10 7&'f fr4 COS,", CoSO b8'1 6"l8 yalve Port /14 81 82. 80 7' Valve Port !~3 70 70 68 Co7 Upper Tube ff3 &5 '3 n Lower Tube 113 60 ""60 :S8 58 Carburetor Adaptor Upper 'flo 'i7 '"17 '17 Carburetor Adaptor Lower 18 78 77 77 Throttle Plate Upper 31 1Z. 31 31 Throttle Plate Lower 3'1 3" 32 32 Carburetor Temp. Probe 3"1 33 31- n Carburetnr 'Rnw1 ,S 7S 7 ... 7,", Sediment Bowl 80 7'\ 7"1 ." ~G% ~ Fuel Tank ALiT "GAS h h h h V 1//'/'/'/ /'/ V /' Test Cell 7" 76 7S 7S Water: ON/OFF OFF OFF OFF OF'F Ice: YES/NO .... 0 .... 0 NO NO
P'uel Flaw 5.3 S... ".6 ".\
Mixture (R. or L.) LLL L Remarks:
C-12 APPENDIX D
BASELINE TEST 2 SEQUENCE MANUAL DATA CAnURETOR ICE TEST DATA
RUN # ----:;2::.-_ TEST # 4 DATA PAGE # -.,;,.1__ DATE ~hI82. FUEL 1.00Ll BAROMETER - In. HgA 2q.~3 PUMP OCTANE ----- 0 ~ 0 DRY TEMP 77 F WET TEMP J. F RELATIVE HUMIDITY -=--'---.3 q 1: Test Point l. '2.. 3 Y 5 ~ 7 8 q 1.0 Time 11:35 13:36 13:5'1 13:52 ,):5'f .'1:10 1":18 1'1: 2.1 ''t:U 1"~'5 RPM 27S0 2'550 2350 :nso ,'too 2,.,00 ,000 2300 .soo 1000 Manifold Press 2.60.0 '2.1.3 'l1.2. 2.S.'t ZI.C\ 2'.' '''.1, 2.0.7 ''l..q 11.2. Torque 1'2. 5 '\' en ''37 '01 '01 70 '18 3'1 'Go Horsepower 70 4l YS '73 "t7 "t8 18 "t"4 '2. "t 400 3GoO 3ClO :u.& 2,5& CRT 61 "''''ct "t2'" 3&' 32.' 3" #2 'fOb 360 33q '38'f 358 3"" '31'" 3'fB 3U 2.SS #3 'i55 '"f07 385 'i33 ""3 3'5 '32.8 355 32.& 250 #4 41'2, 3Q, 388 'loCI ..,00 3'\& 3A 35& 3l.S 2"4'" EGT #1 8'7 752 ""7 850 '66 732 1.5 , &B"i 586 '1'16 #2 1.57 58q SBO ,"tEl 60' 585 532. 576 'tS' 33'\ 13 737 ''0 ''fb 72.'7 '75 "60 56' 6'et SO~ 357 #4 "6 588 58'" 6'7 Scv, 5etS 52' sn "475 3561 bo ,,,,0 Valve Port /14 '6 set "5 "., 15 .." '78 Valve Port /13 SS 57 56'" 5S 57 56 SAt 115' ISS Upper Tube.f3 S"l Ss 5'i 5~ 55 5S '8'" 55 8' 100 Lower Tube /13 50 'iq "4q ...et "tilt 50 Lfq If' ~I 70 Carburetor Adaptor Upper Li3 37 37 '43 38 '38 33 37 32 "II Carburetor Adaptor Lower 78 78 77 77 78 78 78 78 77 77 Throttle Plate Upper £.t2 "12. ... , "'2 "12 ...2 '41 '42 'to '4'3 Throttle Plate Lower "1'2. LfCi "'0 lot" "II "1\ 40 "1\ '48 "lit Carburetor Temp. Probe SS 57 57 S5 57 .5' SCI S, 81 81 Carburetnr Rnw1 7.5 76 76 76 7" 77 17 77 77 78 Sediment Bowl 76 '76 7b 76 76 78 78 78 7et SO "'''~ Fuel Tank ...vl"Dc:r~.s ~ ~ y y ?Yy y ~,yIY/ / / /"./' Te!lt Cell 7" 76 '7&.f '7S 77 76 77 76 .,.., .,.., Water: ON/OFF OFF OF'F OFF OFF OFF oFF OFF OFF OFF oFF
Ice: YES/NO ,.,0 NO NO NO NO NO NO wO NO NO ?\leI Flow 8.1 s.e 5.8 8.0 6.\ Gil. , 'u 5.' \.8 '.\ Mixture (R. or L.) R R R R R R R R R R Remarks:
D-l CAR~URETOR ICE TEST DATA
RUN ~ _i__ TSST f} ..--:7__ DATA PAGE f1. 1 DATE 7/?~/B2:
run UNLEADED RARO~TER - In. HgA 2.9.Cl2 OCTANE PREMIUfv\ PUMP 9 2. ---- DRY TeMP ct OaF WET TEMP --=-7--,5~o_F__ RSLATIVE HljH ID I IT -,5=--=-0__1.:
~ .1'",st P()int 1. 3 '-I 5 6 7 8 '\ 1.0 - Time 13 ::\q 13 :'t6 13:5'i 1):58 I-':O"i 1'4: 12- l'i:n 1'4:15 1-.:31 .1'4:?7 - RPM 2.150 2.350 'Z"3!l0 2.750 2"100 2.'100 2.000 "2300 1500 1000 ------l1arli fold Press '2.6.0 ".1. '2.1.1 2.6.\ 2.1.8 2.1. B Ii.! 1.0.1:> 13./ IO.~ Torque nb '13 '15 13~ 101 '\'\ 3b IS 8' --~- --- Horsepo-wer (,7 "13 'iii 70 'i7 'iD ""27 "40 II Lj ------SHT #1 3 eH 336 33'i &407 356 353 305 :5200 31"1- 2.73 3~ f!'l 3'\8 3&6 382. 'ill :5 7'1 316 "352- 2.1'\ - #3 "'2.0 3'\5 3'15 "ill 'ilO 3 'i7 365 33'{ 21'i ...... " --- #4 'i 2.2 3'\0 388 'iii "I 'iOO 3'lb 33" 3'" 331 2.12- SGT #1 800 "'II U'I 837 737 73'1 .. 15 1053 5'\'3 1.\53 il2 loll " 2."i 617 10"2. 101& 60'" 556 611 5°8 3Sq f!3 73"'\ 6'\ "I 6"10 "160 70"t 706 6o~ I. 52. SEll 3'13 114 1.51 5"17 5'\8 1:>(,,1 5'\8 5'17 S'i3 580 52.0 387 Valve Port 114 7'1 qo "10 83 '2. 88 "17 8"1 I 'i 5 ~07 Valve Port 113 11 "1" 77 75 71 78 86 78 130 186 Upper Tube il3 70 73 l'i 12. 75 75 78 7S 'b 1'2.0 Lower Tube 113 "If f,7 68 &6 "8 68 10 68 18 '\0 Carburf'tor Adaptor Upper 5'i 48 SO 55 51 51 If 'I SO 60 "2 Carburetor Adaptor Lower 8"1 "II "t~ q~ n "13 "12 '13 '12 '\1 Throttle Plate Upper -'3 'is 146 'iii 'i6 'ib 'ib 'i1 SI 5'i Throttle Plate Lower "'Ii 145 "It> 'is "'E. 't6 "17 "47 &3 51 Carburetor Te~p. Probe 57 57 S
D-2 CAR~URETOR ICE TEST DATA
RUN II 1. TEST (J --:::;.....-5 DATA PAGE (J 1 DATE f,/lb/8'L: FUEL UNl.EAbED REG-ULAR BAROMETER - In. HgA ,Q.77 PUMP OCTANE --'-----87 0 0 DRY TEm' .-B.1:. F WET TEMP 73 F RELATIVE HUM IDI TY _6----=-3__1: Test Point 1. 2. 3 ~ 5 ~ 7 8 ct 10 Time 13:'1] '3:S0 13:57 1'1:01 1'1:07 1'1:15 1":Z'4 1'1=2.& 1'1:30 1'1:31 RPM 2'750 2.150 'Uso 2,'750 '2.'100 2."100 2000 2.300 1500 1000 Manifold Press "6.1 '2.1.5 ZI.3 2.5.'\ z~.o 2.'2. .0 1'.& 20.<\ IZ,q 1\.I Torque 11." "b 'to 133 et8 't7 6q '10 37 ""I Horsepower ,,~ ...... 72. "17 .... 2.7 ... 1 12. ... CHT 1H 10118 367 J5:S 't'2.S 375 '372- '305 '313 30Z. ZS'L 12 380 33'\ 33'4 386 338 '336 '33'" 350 32.8 2,66 13 10416> 3C1q 3'1"7 "'3. '"410 411 3'37 362. 330 2.55 14 382. 38"1 3lfO ... oz. ..,00 3C18 3U. 35' 3ZS '2.50 EGT 11 872. 728 ,." 866 '1'11 ''40 "°8 "1040 555 104'2.0 fI2 blo42. 55"5 536 "21 557 537 506 550 "187 ]'"45' 13 730 b66 "62- 732, ,,17 .77 5.8 b2C1 517 355 14 ~04 580 Sqz. "12 '01 "01 51' 571 ..,Cl2 3,"0 Valve Port 14 75 8'4 85 76 85 85 ClZ 85 111 118 Valve Port #1 70 73 7"f 71 73 73 80 7"'1 11& 138 Upper Tube 13 67 68 "It f,7 "8 ,e 71 "II 85 '°3 Lower Tube 113 "2 63 ,"3 63 63 "3 63 70 77 Carburetor Adaptor Upper SI ... 7 ... 7 .51 "18 -'8 'il""" "'18 "i8 58 Carburetor Adaptor Lower 8~ 83 83 82. 83 83 Bt 83 82. 8Z. Throttle Plate Upper 35 3b 37 35 36 30 JB 37 53 5b Throttle Plate Lower 3S 38 38 35 37 JS "'0 3'\ "I 58 Carburetor Temp. Probe '1(, "l8 "18 "II. li8 "18 Sli 50 (,3 57 Carburetnr lin..,' 7q 80 eO so 81 8\ 81 8\ 8z. ez. Sediment Bowl 82. 83 83 83 83 8Lf 8S 8"i 85 8& ~~~ ~ I~ ~ Fuel Tank AvTO':;',AS /II' /II /II' /BZ A ~ h 'A / V .-/.-/ Test Cell B\ '1 "I 8\ 81 81 82 8~ 8Z 8Z. Water: ON/OFF OFF OFF' oFF" OFF' OFF OFF OFF OFF OFF OFf' Ice: YES/NO ,..a0 NO NO .... 0 .... 0 NO NO NO NO .... 0 Fuel Plow 7.e 5.7 5.7 7.8 '.0 4:..0 "4.1 5.0 I." O.q Mixture (R. or L.) R R R R R R R R R R Remarks:
D-3 APPENDIX E
PICTORIAL PRESENTATION OF ENGINE TEST CELL INSTALLATION E-l E-2 E-3 E-4 ~ V1 t>:I I '" APPENDIX F
CORRECTED TEST CELL ENGINE PERFORMANCE DATA 100LL AVIATION GRADE FUEL
CORRECTED DATA: RUN #1 TEST #4
MIXTIJRE RICH of of TEST POINT RPM ~ TORQUE ..1!L CRT ifl EGT #1 1 1000 11. 7 16.0 3.0 206 398 2 1100 11.8 22.8 4.8 210 410 3 1200 12.1 28.4 6.5 218 428 4 1300 12.3 32.4 8.0 230 458 5 1400 12.7 38.5 10.3 246 490 6 1500 13.4 41.2 11.8 251 507 7 1600 14.3 50.0 15.2 256 526 8 1700 15.3 60.2 19.5 263 555 9 1800 15.7 66.0 22.6 282 589 10 1900 16.8 68.5 24.8 296 624 11 2000 18.0 80.0 30.4 320 665 12 2100 19.0 83.8 33.5 334 694 13 2200 20.2 89.6 37.6 334 694 14 2300 21.0 104.3 45.7 324 681 15 2400 22.3 119.9 54.8 350 727 16 2500 23.6 119.4 56.8 340 721 17 2600 24.8 129.2 63.9 347 741 18 2700 25.8 142.1 73.1 382 781 19 2750 26.8 153.1 80.2 393 796
F-l 160 Z8 COMPUTED TORQUE VS RPM RUN ., TEST '4 CORRECTED MANIFOLD PRESSURE VS RPM RUN #11 TEST #4 lDOLL AVIATION GRADE FUEL MIXTURE RICH Z6 100u AVIATION GRADE FUEl MllTURE RICH 1Il0
Z. lZ0
ZZ 100
zo
18
16
40 14 zo 12 0L---'_....,.....,...... ,.,--:""':-:-~~~::-~--:~---= ~~;;-""'"';I~20:;;0;-";'14~00;;;--I;:60~0;--:1~800:::--::ZOOO=~Z~ZOO~-:Z400':':':--2800""-2"'800 1000 lZ00 1400 1600 1800 2000 Z200 2400 2800 ZsoO REVOLUTIONS PER MINUTE ,-, REVOLUlIONS PBI MINUTE ,-,
90 CORRECTED HORSEPOWER VS IIPII RUN '1 TEST .. 80 l00LL AVIATION GllAOE FUEL MIXTURE RICH
70
60
••
30
20
10
1200 1400 1600 1800 2000 2200 2400 2600 2800 REVOLUTIONS PER '.!lNUTE '-J
400 800 CYLINDER HEAD TEMPERA lURE #1 VS RPM RU~ #1 TEST '4 EXHAUST GAS TEMPERA lURE #1 VS RPM RUN #1 TEST .. ,OOll AVIATION GRADE FUEL MIXTURE RICH looLL AVIATION GRADE FUB. MIXTURE RiCH 380 750
360 700
340 '50
320 f: ~ 600 ; 300 ~ 550 0 I ZllO
'"0 Z60
450 ZOO
ZZO 400
200 ~0l;:00:--:'~20::0:-:'14:'::00:--:1:-:'~00:--:':':800::--::20~00:--:2:-:200~-:2-';400::--2600"""-2"800 1000 'ZOO 1400 1600 '800 2000 2200 Z400 2600 2800 REVOLUTIONS PER MINUTE REVOLUTIONS PER MINUTE '-5
F-2 100LL AVIATION GRADE FUEL
CORRECTED DATA: RUN #1 TEST 1F4
MIXTURE LEAN 0 0 F F TEST POINT RPM M.P. TORQUE -1!L CRT In EGT 1Fl 1 1000 1l.5 26.6 5.1 212 388 2 1100 11.6 29.1 6.1 216 404 3 1200 11.9 31.1 7.1 226 427 4 1300 12.2 36.9 9.1 239 464 5 1400 12.6 41.9 11.2 258 512 6 1500 13.5 46.2 13.2 271 533 7 1600 14.3 50.0 15.2 283 566 8 1700 14.7 53.3 17 .3 290 580 9 1800 15.4 62.2 21.3 305 641 10 1900 16.3 67.3 24.4 330 715 II 2000 17 .2 74.6 28.4 342 744 12 2100 18.5 83.8 33.5 352 773 13 2200 19.6 94.5 39.6 366 801 14 2300 20.7 104.3 45.7 380 819 15 2400 22.2 117.7 53.8 396 823 16 2500 23.4 123.6 58.9 395 788 17 2600 24.8 131. 2 64.9 395 793 18 2700 26.0 140.2 72.1 408 812 19 2750 26.8 155.0 81. 2 416 823
F-3 160 13 COMPUTED TORCUE VS RPM RUN III TEST 114 CORRECTEO MANIFOLD PRESSURE vS RPM RUN 111 TEST »4 'DOLL AVIATION GRADE FUEl r.mruRE LEAN 16 lOOll AVIATION GRADE FUEL MiXtURE LEAN 140
" 120 21
100 20
18 30
16 60
14 40 12
20 ':-:---::~--:-:'::---:-:~---:~-~-""'-""'-~-'" ',000~OD11;>20000--;'~400i01i16:'OO"';;:30MO;-;;1000;;-:;;11~00;;--;1:1:4oo~""""'2600~-2~300 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 REVOLUTIONS PER MINUTE REVOlUTIONS PER MINUTE F-7 F-6
90 CORRECTED HORSEPOWER VS RPM RUN III TEST ~4
80 lDOLL AVIATION GRADE FUEL WXTURE LEAN
70
60
50
40
30
20
10 IOOOO~-;';;200;-~1400=-'::6::00:--:'~300::--~2000~-2"2oo"""-246oo--2-6"00--2"'300 REVOLUTIONS PER MINUTE f -8
350 EXHAUST GAS lEW'ERATURE 111 Y5 RPM RUN lil TEST »4 420 l00Ll AVIATION GRADE FUEl MIXTURE LEAN C'UNDER HEAD TEPIf'ERAJURE 111 VS RPM RUN #1 TEST #4 300 400 lOOU AVIATION GRADE FUEL MIXTURE LEAN
330 750
360 700
340 650
320 600 ! 300 o 550
130 500 260 450 140 400 220 200 L-_.L.-_...... _ ...... _.-._-"--~_ .....- ...... - .... 3~OOO~~1~200M---;-'4:;OO"-~I;-;60~0;--:':;300;;;--:::2o=00:;--:2~20::o:--::27.400~-2-60"0'--2"'"", . 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 REVOLUTIONS PEIl MINUTE F -10 REVOLUTIONS P9I MINUTE F-9
F-4 UNLEADED PREMIUM AUTOMOTIVE FUEL
CORRECTED DATA: RUN #1 TEST 1/4
MIXTURE RICH 0 0 F F TEST POINT ~ ~ TORQUE --l!F- CHT 111 EGT 111 1 1000 11.7 16.0 3.0 201 390 2 1100 11.5 24.2 5.1 208 392 3 1200 11.9 26.7 6.1 220 416 4 1300 12.3 32.8 8.1 241 454 5 1400 12.5 38.1 10.1 256 503 6 1500 13.3 42.6 12.2 262 505 7 1600 14.2 46.6 14.2 264 524 8 1700 14.9 53.3 17.3 259 531 9 1800 15.6 62.2 21.3 265 539 10 1900 16.8 70.1 25.4 308 617 11 2000 17.6 74.4 28.3 327 676 12 2100 18.8 86.0 34.4 340 709 13 2200 20.0 91.8 38.4 352 741 14 2300 21.0 99.3 43.5 354 738 15 2400 22.4 115. :I: 52.6 350 729 16 2500 23.7 125.4 59.7 334 716 17 2600 24.9 147.2 72.8 350 739 18 2700 26.1 157.5 80.9 385 796 19 2750 26.8 166.2 87.0 397 805
F-5 28 180 CORRECTED MANIFOlD PRESSURE VS RPII RUN 1" TEST 114 COMPUTED TORQUE VS RPM RUN 1t1 TEST #4
26 UNlEADED PRfllllUII MllTURE RICH 160 UNlEADED PREMIUM MllTUR! RiCH
Z4 140
~ 22 120 I !: ~ 20 ::I f 18 ~ Z ~ 16 60
'4 40
12 20
OL.-_'-_'--__'---''-___'~___':_:__:_':_:_...... -_:'. 1~O:00:--:1~200::--:'4:':00:::--:'::6110~-:'~800::--:2000=-2:-2"00-~2~400~-2800~-""2800 1000 '200 1400 1600 1800 2000 2200 2400 2800 2800
REVOlUlIONS PBI MINUTE REVOLUlIONS PBl MINUlE F-12 F-l1
90 CORRECTED HOlISEPO.ER VS RPM RUN 41 TEST 44 80 UNLEADED PRe.m." MllTURE RICH
70
60
50
10
30
20
10 o l';;;OOO;;;""-1~2;;:00;--;,'tlOO:::--;-:I600~-'I~800=--:2000=-~22':00"""'-2"'400--2600-'--""'2800
REVOLUTIONS PER MINUTE F-13
400 850 EXHAUST GAS TWPERATURE 41 VS RPM RUN 11 TEST 44 CYLINDER HEAD TEMPEHATUIlf 41 VS RPM RUN 11 TEST 44 UNLEADED PREMIUM '.UIIURE RiCH 380 UNLEADED PREMIUM MIITURE RiCH 800
360 /SO
340 700
320 650 ;;; - ~ 300 i 600 "i:l I ~50 280
260 SOO
240 450
220 400 2~OOOIC.-''''2-00--1'''400''--16''00-~1~8IlO:::--:20~00:::--::22~00;:-~2~400:::--:281lO~-::::28'00 3~OOOO":--1"'2"'00-"'14-':00"--'-6"00--''''80'':0-''''20:':00-:--2-2'''OO=--:2:-"40'''0--2"'60-.--"2800
REVOLUlIONS PER MINUlE F -14 REVOLUTIONS PER MINUTE F- 1S
F-6 UNLEADED PREMIUM AUTOMOTIVE FUEL
CORRECTED DATA: RUN #1 TEST 414
MIX11JRE LEAN 0 0 F F TEST POINT RPM M.P. TORQUE HP CRT 4f1 EGT 4fl 1 1000 11.3 15.9 3.0 200 376 2 1100 11.3 24.2 5.1 213 394 3 1200 11.7 31.0 7.1 226 418 4 1300 12.2 32.7 8.1 246 456 5 1400 12.5 38.0 10.1 263 529 6 1500 13.5 42.5 12.1 266 517 7 1600 14.4 49.8 15.2 266 533 8 1700 14.9 53.2 17.2 278 566 9 1800 15.5 62.0 21.3 291 591 10 1900 16.3 67.2 24.3 332 725 11 2000 17 .2 77 .1 29.4 343 751 12 2100 18.3 86.1 34.4 353 781 13 2200 19.7 91.8 38.5 357 803 14 2300 20.9 99.4 43.5 379 825 15 2400 22.0 108.5 49.6 396 826 16 2500 23.6 119.1 56.7 393 795 17 2600 25.0 137.0 67.8 384 783 18 2700 26.2 141.8 72.9 407 821 19 2750 26.9 154.7 81.0 405 816
F-7 28 160 CORRECTED MANIFOLD PRESSURE VS RPM RUN #1 TeST #4 COMPUTED TOROUE VS RPM RUN #1 TEST 114
26 UNlEADED PREMIUM MIXTURE IllN 100 UNLEADED PREMIUM MIITURE LEAN
2' 120
22 !£ , 100 ~ :;: 20 I :l! ~ ::> 80 ~ ; 18 ji1 g 9 60 fi' 16 Z ; t. 40
12 20
to.~""",":~:--:-,~_::~_::,::::--::,:~~~_:-,:,:- _ OL-...... _ ...... _~_~~~"":""':--'::"'::: --o 1000 1200 1000 1600 1800 2000 2200 2400 2600 2800 1000 1200 1000 1600 1800 2000 2200 2400 2600 2800 AfVOlUlIONS Pel MINUIE REVOlUlIONS PER MtNU1E f-l& r -17
'0 CORRECTED HORSEPO\'IER VS HPP., RUN #1 TEST #4
PRE'.~IUPo:' 80 UNLEADED MllTURE LEAfJ
70
60
50
40
30
20
to
o'-_L.-_L.---''----'_---'_~=_~~_:'.:::__= 1000 1200 '400 1600 1800 2000 2200 2400 2600 2800 AfVOlUlIONS PER MINUTE F-11:1
EXHAUST GAS TE'.\PERATURE 111 VS RPM RUN It, TesT 114 850 420 'JNlEADED PREMIUM MIIlURE UAN CUINOER HEAD TEMPERATURE 1/1 VS RPM RUN 1t1 TEST 1/4 800 400 UNLEADED PREMIUM MIITUKE LEAN
380 150
360 700
340 - 650 320 I 600 300 ~ 550 280 500 260 '50 240 '00 220 J~~·~-,:::2:00:--:,~400::--::,600~-,;;800~--::2000=-::22~00:-~2.~00::--:2600::';;;:--=2800 200 ~-J_-=----:=_-':':::-~:_::'::~::'::~_:_"::_7_ 1000 1200 1000 1600 1800 2000 2200 2400 2600 2800 REVOLUTIONS PER UINUtE REVOlUlIONS PER MINUTE F-19 F-20
F-8 UNLEADED REGULAR AUTOMOTIVE FUEL
CORRECTED DATA: RUN 413 TEST #5
MIXTURE RICH 0 0 F F TEST POINT RPM ~ TORQUE -.!!L CRT :fF1 EGT fl 1 1000 11.9 16.2 3.1 210 395 2 1100 11.5 24.5 5.1 221 403 3 1200 11.8 22.4 5.1 230 423 4 1300 12.3 33.1 8.2 241 454 5 1400 12.5 38.5 10.3 265 521 6 1500 13.2 39.5 11.3 273 524 7 1600 14.0 43.7 13.3 275 528 8 1700 14.9 47.5 15.4 287 570 9 1800 15.6 56.8 19.5 297 597 10 1900 16.6 62.3 22.6 296 612 11 2000 17 .5 72.7 27.7 324 682 12 2100 18.5 76.9 30.8 341 726 13 2200 19.8 83.2 34.9 351 739 14 2300 20.9 96.0 42.0 352 733 15 240Q 22.4 100.9 46.1 338 720 16 2500 23.8 112.0 53.3 331 713 17 2600 24.8 122.2 60.5 354 749 18 2700 26.2 131.6 67.7 382 796 19 2750 26.9 137.0 71.8 404 820
F-9 28 14(1 CORRECTED MANIFOlD PRESSURE. VS RPM RUN 113 TEST 115 COMPUTED TOROUE VS RPM RUN 113 TEST H5
26 UNLEADED REGULAR 120 UNLEADED REGULAR MlllURE RICH IIlnURE RiCH
24 <> 100 ~ 22 :l: !" ~ 80 20 I ~ !:g ~ 8! 18 ~ 60 IS" i 16 .. 40 11
12
0 10 1000 1200 ,4(10 1600 1800 2000 2200 2400 2600 2800 1000 1200 1100 1600 1800 2000 2200 2400 2600 2800 REVOLUTIONS P81IlINUTE REVOLUTIONS PER r.lINUTE 1="-12 71
III COIlRECTEO HORSEPOWER VS RPM RUN 43 TEST 45 UNLEAOEO REGULAR MIITURE RICH
60
50
30
20
10
oL.-_"- '--_'--...... '--...... _ ...... 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 REVOLUTIONS PER tliNUTE r-2,
850 4;tO EXHAUST GAS TEIIPERATURE #1 VS RPM RUN 43 TEST 45 CYLINDER HEAD TE/'.'IPERATURE 1i1 VS RPM RUN 113 TEST ItS 800 400 UNLEAOEO REGULAR UNlEAOED REGUlAR MIXTURE RiCH III11URE RICH 380 750
360 700
340 650 E - 320 ill 600 ~ ; 300 ~ ~ 550 280 500 260 450 240 400 220 350 L---:=---:~---:~---:=-=:--=:-7.':.:-~=---~ 200 L_.L.---,.."".--,.."".--,~-----,:=.:-=:--=;---:=::--= 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 REVOLUliONS PER MINUTE REVOLUnOt$ PER ~}'HJUIE F-2/j
F-IO UNLEADED REGULAR AUTOMOTIVE FUEL
CORRECTED DATA: RUN :/13 TEST tl5
MIXTURE LEAN of of TEST POINT RPM M.P. TORQUE ....!.!E..- CHT #1 EGT ff1 1 1000 11.3 16.2 3.1 216 399 2 1100 11.3 19.6 4.1 230 425 3 1200 11. 7 26.9 6.2 243 453 4 1300 12.3 29.0 7.2 263 515 5 1400 12.6 34.6 9.2 278 534 6 1500 13.4 39.5 11.3 287 564 7 1600 14.0 43.7 13.3 291 568 8 1700 15.1 50.7 16.4 301 601 9 1800 15.7 56.8 19.5 312 625 10 1900 16.8 65.2 23.6 336 721 11 2000 17.3 70.0 26.7 354 775 12 2100 18.3 76.9 30.8 368 796 13 2200 19.4 85.7 35.9 380 824 14 2300 20.7 93.6 41.0 391 849 15 2400 22.1 105.4 48.2 405 844 16 2500 23.6 112.0 53.3 399 800 17 2600 24.8 122.2 60.5 400 811 18 2700 26.1 131.6 67.7 405 815 19 2750 26.7 137.0 71.8 408 812
F-II '40 28 CORRECTED MANIFOLD PRESSURE VS RPM RUN it3 TEST 115 COMPUTED TOROUE VS RPM RUN it3 TEST #5
26 UNLEADED REGULAR 120 UNLEADED REGJlAR "llTURE LEAN MIXTURE LEAN
24 100
22
.0 20 ~ w :> 18 ~ 60
16
14 20 12
o.~ ,----,...... __...... _--,_.--.._~_~ 10 ~-~-~---:7::::---:~---:=-=::--=::--=:--~ 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 REVOLUTIONS PER MINUTE REVOLUTIONS PER MINUTE F-26 F-27
CORRECTED HORSEPOWER VS RPM RUN ~3 TEST 115
70 UNLEADED REGULAR MIXTURE LEAN
60
50
40
30
20
10
O.=-~~-:-"""'~'-""""""""" """ --' 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 REVOLUTIONS PER MINUTE - -l8
420 CYLINDER HEAD TEMPERATURE #1 VS RP" RUN ItJ TEST #5
400 UNUADEG REGULAR i;,UnURE LEAN
3'0
360
340
~ 320 ::J ~ c 300
280
260
240
220 400 200 350·~ ,,-~~ ._....._ ....._ ....._ ...... _ ...... _ ... 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 REVOLUTIONS PER MINUTE 1000 1200 1400 1600 1800 ZOGO 2200 2400 2800 2800 F -29 REVOlUTIONS Pal MINU1E F-3(l
F-12 CORRECTED MANIFOLD PRESSURE (IN. - Hg)
MIXTURE RICH
UNLEADED UNLEADED TEST POINT RPM 100LL PREMIUM REGULAR 1 1000 11.7 11. 7 11.9 2 1100 11.8 11.5 11.5 3 1200 12.1 11.9 11.8 4 1300 12.3 12.3 12.3 5 1400 12.7 12.5 12.5 6 1500 13.4 13.3 13.2 7 1600 14.3 14.2 14.0 8 1700 15.3 14.9 14.9 9 1800 15.7 15.6 15.6 10 1900 16.8 16.8 16.6 11 2000 18.0 17.6 17 .5 12 2100 19.0 18.8 18.5 13 2200 20.2 20.0 19.8 14 2300 21.0 21.0 20.9 15 2400 22.3 22.4 22.4 16 2500 23.6 23.7 23.8 17 2600 24.8 24.9 24.8 18 2700 25.8 26.1 26.2 19 2750 26.8 26.8 26.9
30--.,.---.-- -.-_--, CORRECTED MANIFOlD PRESSlJHE VS RPM MIXTURE RICH
'o--+---+---t--~-_l___::oIP'f_-_+-__I
10 -+----+----t--f---~_l_-_+_-_+-__I o UNLEADED REGULAR
o 100LL 6 UNLEADED PREMIUM
1000 1250 1500 1150 2000 2250 2500 2750 REVOLUTIONS PER MINUTE F-)l
F-J3 CORRECTED MANIFOLD PRESSURE (IN. - Hg)
MIXTURE LEAN
UNLEADED UNLEADED TEST POINT RPM 100LL PREMIUM REGUIAR 1 1000 11.5 11.3 11.3 2 1100 11.6 11.3 11.3 3 1200 11.9 11. 7 11. 7 4 1300 12.2 12.2 12.3 5 1400 12.6 12.5 12.6 6 1500 13.5 13.5 13.4 7 1600 14.3 14.4 14.0 8 1700 14.7 14.9 15.1 9 1800 15.4 15.5 15.7 10 1900 16.3 16.3 16.8 11 2000 17.2 17.2 17 .3 12 2100 18.5 18.3 18.3 13 2200 19.6 19.7 19.4 14 2300 20.7 20.9 20.7 15 2400 22.2 22.0 22.1 16 2500 23.4 23.6 23.6 17 2600 24.8 25.0 24.8 18 2700 26.0 26.2 26.1 19 2750 26.8 26.9 26.7
30 - COIlRECIED MANIFOlD PlESSUllE VS IIPI.I UIllURE LEAN
~ 20 -t---r--+---+------+---:l~-+__-_I ~ ;!l
i 10 -+-----+---t--+--+-----+---l-----1 o UNLEADED I REGULAR o 1llOU 6. UNlEADED PREJlIUII
1000 125G 1600 1150 2000 2250 25GO 115C REVDLUlIONS PER MINUTE
F-14 MEASURED TORQUE (Lb .- Ft)
MIXTURE RICH
UNLEADED UNLEADED rfEST POINT RPM 100LL PREMIUM REGULAR 1 1000 16.8 14.5 13.0 2 noo 20.0 19.0 19.0 3 1200 23.0 22.0 20.0 4 1300 30.5 28.0 28.0 5 1400 39.3 34.0 34.0 6 1500 41.0 39.0 36.0 7 1600 47.0 45.0 42.0 8 1700 56.0 50.0 45.0 9 1800 64.5 58.0 54.0 10 1900 65.8 66.0 59.0 11 2000 76.0 74.0 67.0 12 2100 81.0 82.0 74.0 13 2200 88.0 88.0 79.0 14 2300 101.0 98.0 90.0 15 2400 116.0 113.0 98.0 16 2500 118.0 122.0 106.0 17 2600 125.0 139.0 117.0 18 2700 139.0 153.0 126.0 19 2750 149.0 162.0 132.0
200.r!--MEASURED TORQUE VS RPM IXTURE RIC I I
150
'00 -+---+----+--f-----+--~"-:s-"+-
o UNLEAOEO REGULAR o 'OOLL e:, UNLEAOEO PREMIUM
1000 1250 1500 1750 2000 2250 2500 2750 REVOLUTIONS PER MINUTE
F- 15 COMPUTED TORQUE (Lb - Ft) MIXTURE RICH
UNLEADED UNLEADED TEST POINT RPM 100LL PREMIUM REGULAR 1 1000 16.0 16.0 16.2 2 noo 22.8 24.2 24.5 3 1200 28.4 26.7 22.4 4 1300 32.4 32.8 33.1 5 1400 38.5 38.1 38.5 6 1500 41. 2 42.6 39.5 7 1600 50.0 46.6 43.7 8 1700 60.2 53.3 47.5 9 1800 66.0 62.2 56.8 10 1900 68.5 70.1 62.3 11 2000 80.0 74.4 72.7 12 2100 83.8 86.0 76.9 13 2200 89.6 91.8 83.2 14 2300 104.3 99.3 96.0 15 2400 119.9 115.1 100.9 16 2500 119.4 125.4 112.0 17 2600 129.2 147.2 122.2 18 2700 142.1 157.5 131.6 19 2750 153.1 166.2 137.0
200 COMPUTED TOROUE VS RPM MIITURE RI~H
1SO
100-+-----+--+--I---I---;~J£-t_____1
o UNLEADED SO -+---+--+-::~;.F---+---+-- REGULAR o l00Ll I'> UNLEADED PREMIUM
'000 1250 1500 1750 2000 22SO 2500 27SO REVOLUTIONS PER MINUTE f _"
F-16 MEASURED TORQUE (Lb - Ft) MIXTURE LEAN
UNLEADED UNLEADED TEST POINT ~ ~ PREMIUM REGULAR 1 1000 19.0 15.0 13.0 2 1100 24.0 20.0 17.0 3 1200 26.0 28.0 21.0 4 1300 33.0 30.0 26.0 5 1400 38.0 36.0 31.0 6 1500 41.0 39.0 35.0 7 1600 46.0 46.0 39.0 8 1700 52.0 51.0 46.0 9 1800 59.0 59.0 52.0 10 1900 65.0 67.0 60.0 II 2000 72.0 74.0 66.0 12 2100 81.0 82.0 73.0 13 2200 89.0 90.0 81.0 14 2300 100.0 97.0 89.0 15 2400 111.0 106.0 100.0 16 2500 118.0 116.0 108.0 17 2600 128.0 133.0 118.0 18 2700 135.0 136.0 126.0 19 2750 149.0 149.0 132.0
150 MEASlJRroTOROUE VS II'M MIXTURE LEAN
100 t: I ~ ~ g 50 o UNlEAOEO REGULAR o lOOll 6. UNLEADED PREMIUM °-t-r-,,-oj-,rrr--rl-rT"'I-r+.,.,..rr+"'TT"..-J-rT-r-r-h-T~ 1000 1250 1500 1750 2000 2250 2500 275D REVOLUTIONS PER MINUTE
F-17 COMPUTED TORQUE (Lb - Ft)
MIXTURE LEAN
UNLEADED UNLEADED TEST POINT ~ 100LL PREMIUM REGULAR 1 1000 26.6 15.9 16.2 2 1100 29.1 24.2 19.6 3 1200 31.1 31.0 26.9 4 1300 36.9 32.7 29.0 5 1400 41.9 38.0 34.6 6 1500 46.2 42.5 39.5 7 1600 50.0 49.8 43.7 8 1700 53.3 53.2 50.7 9 1800 62.2 62.0 56.8 10 1900 67.3 67.2 65.2 11 2000 74.6 77 .1 70.0 12 2100 83.8 86.1 76.9 13 2200 94.5 91.8 85.7 14 2300 104.3 99.4 93.6 15 2400 117.7 108.5 105.4 16 2500 123.6 119.1 112.0 17 2600 131.2 137.0 122.2 18 2700 140.2 141.8 131.6 19 2750 155.0 154.7 137.0
200 cOMPUTEOroQUE VS fPM MIITURE LEAN
150 ~t--
100
o UNLEAOEO 50 REGULAR o !OOLL
6. UNlEADED PREJlIUII 0 1000 1250 1500 1150 2000 2250 2500 2150 REVOLUTIONS PER MINUTE F-l6
F-18 CORRECTED HORSEPOWER
MIXTURE RICH
UNLEADED UNLEADED TEST POINT RPM --100LL PREMIUM REGULAR 1 1000 3.0 3.0 3.1 2 1100 4.8 5.1 5.1 3 1200 6.5 6.1 5.1 4 1300 8.0 8.1 8.2 5 1400 10.3 10.1 10.3 6 1500 11.8 12.2 11.3 7 1600 15.2 14.2 13.3 8 1700 19.5 17.3 15.4 9 1800 22.6 21.3 19.5 10 1900 24.8 25.4 22.6 11 2000 30.4 28.3 27.7 12 2100 33.5 34.4 30.8 13 2200 37.6 38.4 34.9 14 2300 45.7 43.5 42.0 15 2400 54.8 52.6 46.1 16 2500 56.8 59.7 53.3 17 2600 63.9 72.8 60.5 18 2700 73 .1 80.9 67.7 19 2750 80.2 87.0 71.8
l00,------.~C=OR=RE=CIE:::-O-::::HO=RSE:::PO=WE.,...,. RP=M:-C:r.1=IU=URE~RIC-C-HC------'------; vC::-s
80--+---+----4--l---+-_--I---
60--t---+--f--l---+---+---44L-I
40 -+---+-----j__+-_+-----,~'------I-
o UNLEADED REGULA. 2O-+_-+_---j_~~~+_-_+_- o lOOlL .r.1 UNLEADED PREMIUM
1000 1250 1500 1150 2000 2250 2500 2750 REVOu.JJlOr~S PER r..iINUJE F-<,?
F 19 CORRECTED HORSEPOWER
MIXTURE LEAN
UNLEADED UNLEADED TEST POINT RPM 100LL PREMIUM REGULAR 1 1000 5.1 3.0 3.1 2 1100 6.1 5.1 4.1 3 1200 7.1 7.1 6.2 4 1300 9.1 8.1 7.2 5 1400 11. 2 10.1 9.2 6 1500 13.2 12.1 11.3 7 1600 15.2 15.2 13.3 8 1700 17.3 17.2 16.4 9 1800 21. 3 21.3 19.5 10 1900 24.4 24.3 23.6 11 2000 28.4 29.4 26.7 12 2100 33.5 34.4 30.8 13 2200 39.6 38.5 35.9 14 2300 45.7 43.5 41.0 15 2400 53.8 49.6 48.2 16 2500 58.9 56.7 53.3 17 2600 64.9 67.8 60.5 18 2700 72.1 72.9 67.7 19 2750 81.2 81.0 71.8
100 ---,----r------=--~::____,_-__, CORRECTED HORSEPOWEJl VS 11''' PlIXTURE lEAN
80-+---+-~--+--+_--+----+--~
.. -+----+~-_+--t---+_-_+_-__.'_J'I_____1
40 -+---+----\--+----+---lIl9L.--+-----\
D UNLEADED REGULAR 20 -+----+-~--=~:.---+---+--O l00LL
l:, U'ILEADED PREMIU~A
1000 1250 1500 1750 2000 2250 2500 2750 REVOLUTIONS PER MINUTE F-38
F-20 CYL INDER HEAD TEMPERATURE #1 (oF)
MIXTURE RICH
UNLEADED UNLEADED TEST POINT RPM 100LL PREMIUM REGULAR 1 1000 206 201 210 2 1100 210 208 221 3 1200 218 220 230 4 1300 230 241 241 5 1400 246 256 265 6 1500 251 262 273 7 1600 256 264 275 8 1700 263 259 287 9 1800 282 265 297 10 1900 296 308 296 11 2000 320 327 324 12 2100 334 340 341 13 2200 334 352 351 14 2300 324 354 352 15 2400 350 350 338 16 2500 340 334 331 17 2600 347 350 354 18 2700 382 385 382 19 2750 393 397 404
CYliNDER HEAD TEtJPERATURE If' VS RPr~ f,mTURE RICH I 400 ...... / ..a:: ..;n- ~ re----' 300 ~r¥"' -ttW"'" ~ 200
o UNUADED REGUl.AR TOO o TOOLl !J. UNI.£ADED PREf.11ur.l I 1000 1250 1500 1750 2000 2250 2~OO 2750 REVOLUTIONS PEA mNUTE
.1"- 21 CYLINDER HEAD TEMPERATURE #1 (oF)
MIXTURE LEAN
UNLEADED UNLEADED TEST POINT RPM ~ PREMIUM REGULAR 1 1000 212 200 216 2 1100 216 213 230 3 1200 226 226 243 4 1300 239 246 263 5 1400 258 263 278 6 1500 271 266 287 7 1600 283 266 291 8 1700 290 278 301 9 1800 305 291 312 10 1900 330 332 336 11 2000 342 343 354 12 2100 352 353 368 13 2200 366 357 380 14 2300 380 379 391 15 2400 396 396 405 16 2500 395 393 399 17 2600 395 384 400 18 2700 408 407 405 19 2750 416 405 408
500 - CYUNDER HEAD TEMPERATURE li1 VS RPM r..UXTURE LEAN
400 ~ al ~;It' -. ~ ~ 300 ~ ...... -~ I ~ 200
o lH.EADal RfGULAA 100 - 01DlJLl
.0. UPLEADBl PAElUUU I 1000 1250 1500 1750 2000 2260 2SIO 2760 REVOlUTIONS PER rAlNUTE
F-22 EXHAUST GAS TEMPERATURE ffl . (OF)
MIXTURE RICH
UNLEADED UNLEADED TEST POINT RPM 100LL PREMIUM REGULAR 1 1000 398 390 395 2 1100 410 392 403 3 1200 428 416 423 4 1300 458 454 454 5 1400 490 503 521 6 1500 507 505 524 7 1600 526 524 528 8 1700 555 531 570 9 1800 589 53C) 597 10 1900 624 617 612 11 2000 665 676 682 12 2100 694 709 726 13 2200 694 741 739 14 2300 681 738 733 15 2400 727 729 720 16 2500 721 716 713 17 2600 741 739 749 18 2700 781 796 796 19 2750 796 805 820
1000 EIHAUST GAS TE~.'PERATURE #1 VS RPI'.1 rJIITURE JUCH
800
-"'- ~ ~ ~ ~ 600 ~ A 'l
~~ .00
0 UNlEADED REGULAR 200 - o lOOll 1:1 UNlEADED PREPJIUM
I 1000 1250 1500 1750 2000 2250 2500 2750 REVOlUTIONS PuI: MINUTE
F-21 EXHAUST GAS TEMPERATURE #1 (oF)
MIXTURE LEAN
UNLEADED UNLEADED TEST POINT RPM 100LL PREMIUM REGULAR 1 1000 388 376 399 2 1100 404 394 425 3 1200 427 418 453 4 1300 464 456 515 5 1400 512 529 534 6 1500 533 517 564 7 1600 566 513 568 8 1700 580 566 601 9 1800 641 5 1000 E1HAUST GAS TEII'ERATURE 'T VS RI'M MIXTURE LEAN ~ ...... 800 pr --- - / ~V 400 o UNLEADED REGULAR o l00U I Ll UNLEADED PREr.4IUl1 I 1000 1250 1500 1750 2000 2250 2500 2750 REVOLUTIONS PER .'NUTE F-24 APPENDIX G ENGINE PERFORMANCE BASELINE DATA 100LL AVGAS (BASELINE TEST SEQUENCE #1) 50 AVGAS AVGAS THROTTlE POSITION VS flME 8PIA VS TItlE ~h ~ r 40 \ r 2000 ,..., 0- 0 \ r rLJ L L-J 1000 I n 0~1 - l 0 0 20 40 60 80 20 40 60 80 rMNUTES G-1 MINUTES G·1 30 -----.------~ 1511 AVGAS AVGAs MANIFOLD PIlfSSURE VS TIME ~ TORQUE VS TIllE 28 ..... 100 r ~ - I-- 3 lU - I 60 ...... r t: I.-W IrJ I i i 22 \ I W, L 0 \ I -511 20 40 80 20 40 l11NUTES G-) 60 80 MINUTes G-4 10 -. 80 AVGAS AVGAS FUEL FLOW VS TIME ".. HORSEPOWER VS TIME .- p.J 60 I ••• A. c' -2 0 f:J \ 40 60 20 40 60 80 80 MINUTES MINUTES G-5 G-6 G-l 1.05 AVGAS 500 ---I AVGAS FUEl PRESSURE vS m.'E I CHI "1 VS tIME I 1.00 -I--f- 400 0.95 i1? 11\ 0.90 I1\ 200 I[VJ - 0.85 100 0.80 0 '0 40 60 BO 20 40 60 BO MINUTES C-7 MINUtES G-8 soo soo AV<;AS AVGAS -- CHT //2 VS TIME CHT ;,3 VS TIME 400 '00 300 300 ~ :±J ( I\... m ~ ( r"\ c I t\ I 200 \ /I '00 - '-fv'1 \ 100 100 rJ\J 0 -- 40 60 80 20 '0 '0 60 BO MINUTES '-9 MINUTES (,-10 500 - - 800 AVGAS AVGAS CHT 114 VS T1r,~E EGT 1/1 VS TIME 400 600 ~ 300 /r\ (1\ f"\. I ( \ /\ '00 \ r0\ '\ '00 100 r-J0 0 '0 40 60 BO '0 40 60 80 MINUTES MINUtES C-ll G-2 -- 8IlO AVGAS AVGAS EGI .2 VS liME EGI ~3 V5 TIME ... IllO h ('- r '- '- Af\ 200 1\ M 1\ 0 '0 40 so 40 SO MINUTES MINUTES r,-)1 G-14 AVGAS 80 AVGAS EGT /14 VS TIME ENGINE Oil PRESSURE \IS TIllE ,...., f"1"\ J' J-. 600 10 -..T W - ~ ,. 0 ~A ""'- '- r\ 0 200 If 0 0 40 10 80 20 40 10 80 r""NUTES (,-11) • ,NUTES ,. 200 200 AVGAS AVGAS ENGINE OIL TEllPEAA TURE VS TIME ENGINE OIL TANK TEMPERATURE VS TIME ISO '50 V ~ 'DO - j 100 ~ !c 50 V 50 0 ,0 40 60 SO '0 40 60 80 MINUTES C-17 MINUTES (,-18 G-3 150 AVGAS 150------...... -----.,..-----A;:';V;;G:-:AT----..., S INDUCTION VALVE PORT INDUC110N VALVE PORI ., AIR rEII'ERAruRE VS TlIl£ #3 AIR TElIPERA'URE VS m. A. 100 r ; ~ 7 '00 17 1 j v II lJ r h I 50 ..... 04-----.....----l--~--~-_,_-__j--..._--l ,0 ,0 60 80 20 60 80 MINurES '0 G-19 MINUTES G-2D 100 AVGAS 100 AVGAS INl>UCTION TUBE 1t3 UPPER AIR INDUC1l0N lUBE 03 TU.1PERA TURE VS lI'.tE LOWER AIR lEIftRAlURE VS liME lJ(l 80 /lr r .. U ..... '-J 1'--IJ1 I 40 I '0 0 20 0 0 60 80 '0 20 ,0 60 80 MlNU1ES (,_21 MINUTES G-?:2 100 100 AVGAS AVGAS CARBURElOR UPPER ADA.,EA CARBURETOR 1t1 ~AHAl AIR TEMPERATURE VS TIME lEllV'ERAlURE VS m.IE lJ(l 80 ~ 60 ~ 60 ~ 11 ~ I r i 1 '0 ~ 40 L.l--.--n..r 20 20 '0 '0 60 80 20 ,0 60 80 rdiNU1ES G-23 WNUIES (,;-24 G-4 100 AVGAS AVGAS CARBURETOR 12 METAL THROtTLE PLATE UPPER METAL TEMPBlA TURE VS TIME TUJPERA rURE VS TIME 80 80 60 .0 I\. 40 "'-- "-'" .... 20 0 0 20 40 60 80 40 60 80 G-25 MINUTES rAlNUTES G~26 100 100 AVGAS AVGAS THROTTLE PLA TE LOWER rolfTAL CARBURETOR LOWER ADAPTER TEMPERATURE vs m.iE AIR TEl'.,PERATURE vs m,tE 80 80 0 ~ •• ic 0 --W 20 0 0 • 40 60 8 20 ,. 40 80 MINUTES (;-27 "INUTES G-28 100 1.0 AVGAS AVGAS PLENUrA PRESSURE VS TIME DEW POINT TEllPEIlATURE VS nr:E 80 0.9 60 0.8 ~ ~ ~ :!: " 0.1 L VL - . or ..... , . r • "',Ir 20 0.8 0.' 20 40 &0 60 UINUTES G-30 G-S '50 ,00 AVGAS AVGAS lESl CELL AIR flOAT BOWL FUEL TEL~PERATURE vs mAE lEll\PERAlURE VS TIME 80 ,00 ~ 60 I 0 I I 0 II 20 0 0 I 60 8 20 40 20 40 80 80 rAINUTES MINUIES G-32 ,so AVGAS '00 SEDIMENl BOWL FUR AVGAS TEMPERATURE VS TIlliE AVGAS FUEL TANK TEMPERATURE VS TmE 80 '00 80 0 0 20 0 20 40 60 so 20 40 60 80 MINUTES G-33 MINUTES G-6 -~- AVGA~ AVGAS IDLE JET I COIll'NG AIR PRESSURE VS TIME .- ,.. PRESSURE VS TIME .... lUI-, ""'" - a -2 r '" J ~ i- L.r -8 -,0 40 80 80 20 40 60 80 MINUTES G- 35 MINUTES G-)6 100 AVGAS 2.0 COWLING AIR AVGAS TEMPERATURE VS TI1:1E SUPPl'( COOLING AIR { PRESSURE VS TIME 80 .-'V f ~- ...... f 1.0 - - O.S 0.0 20 .0 80 40 40 60 80 MINUlES G-37 MINUTES G- )8 G-7 APPENDIX H ENGINE PERFORMANCE BASELINE DATA UNLEADED PREMIUM AUTOGAS (BASELINE TEST SEQUENCE HI) JIlOO AUTOGAS M1 III AUTOGAS 81 AN Y~TlE ,.- TlllOmE POSITION YS TIE n ,... 40 20000 r-- 30 1'\1 \ '000 - to ir ~J 10 r l- ~ -'000 f '0 to 30 40 10 10 20 30 40 10 70 MINUTES ,-, MINUTES H-t 150 30 AUTOGAS #7 AUTDGAS 81 f- IIANIFOLO TOflO\JE YS TIME PRESSURE YS TI ME t8 100 n n l - t;:, If r '" 50 r k L.----~ ,J ,r 1 t I- L 0 70 20 30 40 50 70 10 to 30 40 50 60 '0 "NOTES MINUTES '-J H-4 80 10 AUTDGAS M1 AUTOGAS M1 HDflSS'OWER YS TIME FU£L FLOW YS TIE ,- 80 jf"l '" -n ,';' ''IT '0 ~ .If 1-" 20 U ~ r L 1n r r f -20 2 70 10 20 30 00 60 10 10 to 30 40 50 80 •.l\flUTES MINUTES H-6 H-I H-l 1).95 -- -- AUTOGAS #7 AUTOGAS If7 FUR PRESSURE VS TildE CHT #1 VS TIME O.!lO h ri'A .00 ~ 0.85 ~ ~~ '~ 1.1- 300 1.1 WMA ~ 0.80 r .... , I V - '\ D.7S 100 f ~ 0.70 V 0 30 40 50 '0 20 60 70 '0 20 30 40 50 50 70 MINUTES H-7 MINUTES H-8 500 500 AUTOGAS 117 AUTOGA5 r47 CHT #2 VS TIME CHT /13 VS T1rJlE 400 .00 300 300 ~ (' 200 ..... I 200 L /\ rv '\ -J ---f.'\ 100 r 100 r IJ :) 10 20 30 40 50 60 10 20 70 30 40 50 60 70 MINUTES H-9 MINUTES H-IO 500 BOO -- AUTOGAS" AUTOGAS ~7 CHT #4 VS TI/fI£ EGT ., VS TU.'E 400 600 - 300 .00 C /I (\ '-- 200 f\. f-,) \1 ~\ '\ I 200 r 100 r ~ ~ I 0 I, 10 20 30 40 50 60 70 10 20 30 .0 50 60 70 MINUTES H-l1 '."NUTES H-2 800 AUTOGAS #7 AUTOGAS If1 EGT #2 YS TIME OOT #3 YS mlE 600--+---+--+--+---+-----1- 600 - !E ~ ill 400--+---+--(!=-~---+--."'t-f__--_+_ -- 80 AUTOGAS #7 AUTOGAS #7 EGT 114 VS TIrAE ENGINE Oil PRESSURE YS TIME r-- 60 f'.. I~ 6OO-t---t---+---+--i--+- IU .... L".. 40 f '\ 20 200-t-l'---+---+---+--4----+- 0 -20 10 20 JO 40 50 80 70 0 10 20 30 40 .,NUTES SO 80 JO H-15 IA'NUTES H- 16 200 -,---- r~~----r- 200-~ - AUTOGAS .7 AU TOGAS '7 ENGINE Oil TANk ENG'NE OIL TBlIPfRAlURE YS TIllE TElll'EllATURE YS 1II.1E I 150 -t---+---+---+----+---+- 150 t----- !E ill 100 i 100 -+---+--1---+----+-- -+------1------ffi ~ lJ'- 60 -t---l---+- 60- I 0 -, I I 50 10 20 30 40 50 50 JO 0 10 20 30 40 50 JO MINUTES r,'I'JUTES H-18 1'-1] H-3 100 AUlOGAS N1 '00 INDUCTION VALVE PORT #4 AU10GAS .1 AlA TEI.lPERA1UAE VS II~IE I INDUCTION VALVE PORT 1i3 ) AlA TEMPERATURE VS m,E 80 I J 80 r "-- 10 ~ "" I,.... so i - .r--r- c - 40 40 20 20 '0 20 30 40 so 60 10 MINUTES '0 '0 30 40 so 80 10 MINUTES H- \'1 H-ZD 100 AUTOGAS N1 '00 INUUCTlO~ TUBE #3 UPPER ~INDUCTION TUBE '3 LOWER AIR T£MPERA lURE VS TIME AIR TEMPEflArURE VS TIME 80 80 I'i 60 1r1 f ~ \ , { so ~ "- ~ln '"~ 40 40 20 I 20 ,- I 30 40 so so 10 '0 '0 20 30 40 so 60 10 MINUTES '0 1i-2i MlrmTES H-22 100 '00 AUTOGAS" AUTOGAS" CAAlUAETOR UPPER ADAPTER CAAIURETOA" METAL AIR Ta'PERATURE VI TIME mtPERAIURE VS TIME I 80 80 60 60 l\-n ~ Ir- r 40 1: 40 -f------1---- I i I i 1 I I 20 I 20 I I I I I I I i I , r rTo-' I I I 10 '0 30 40 so 60 70 10 20 30 40 50 so 70 r~INUTES t r,UNUTES H-23 H 4 100 AUTOGAS #7 100 CARBURETOR .2 METAL AUTOGAS 117 TEIFERATURE VS TIME T_m.E PLATE IWl'BIllET AL TEL1PBCATURE VS TIME so 60 50 ~ h 0 ~ ,...... !c Irl l- '--' 201- 20 0 0 20 30 40 60 70 l' 60 MINUTES 10 20 3Il W H-25 MINUTES 100 100 AUTOGAS #7 AUTOGAS .7 CARBURETOR LOWEll AOAPTEIl THROTTLE PLATE LOIER METAL AlA TEMPERATURE VS TIME TEIIPBlATURE VS T111£ 60 80 50 € 00 ill !Iic r 40 ,0 h r1 20 20 '0 20 30 40 so 60 70 30 ,. 50 60 70 '0 2' MINUTES H-28 MINUTES H-Z7 1.0 AUTOGAS .7 100 -...... ---- PLfNUM PRESSURE VS liME ~ 1\ 0.8 h Ir I~ 80 II'"~ r'u.. ,~ rJ 0.8 f Ify(" I.,J 0.4 '0 - - 0.2 20 AUTOGAS .7 DEW POINT 0.0 TEUPERATURE VS T1~ 20 30 ,0 50 60 70 I I '0 10 20 3. 40 50 60 70 MINUTES H-29 MINUTES H- 30 H-5 100 AUTOGAS /(/ TEST CELL AIR TEl.1'fIIA JURE VS m.1I' 80 r- 10 : 40 150 -r----, AUTOGAS '7 I 20 FLOAT BOWL fUEL TEI~P6IATURE VS TIME f I I I 10 20 '0 40 so 60 70 100 MINUTES I I I 50 -+---- I I I I I 10 30 .0 50 70 MINUTES H-32 150 AUTOGAS 1#7 SEDIMENT BOWL FUEL T~ATURE 'IS T1,w 100 50 ---- 100 AUTOGAS #7 AUTOGAS FUEL TANK TEMPERA TURf 'IS TIlE 10 30 40 50 10 70 MINUTES 80 H· 33 60 ~ I 40 20 10 20 30 40 50 10 70 MINUTES H-34 H-6 AUTOGAS r7 .J IDLE JET PIlESSUAE VS TIllE l- f -1 ~ V !i! ! -2 ,---, 5 j,.. :0 ~ :> k -3 ~ 1 L AUTOGAStIl 10 20 30 40 10 10 COIILINGAIR IIINUTES PRESSURE ys TIME H-JS ~ "r ~~ ~ I I "- -1 10 20 60 60 70 \-\-36 100 AUTOGAS M7 COIII.ING AIR TE/.1PERATURE VS TIME 80 L....- 60 40 20 2.0 ~ - 0 AUTOGAS til 10 20 30 40 60 60 70 SUPPlT COOLING AIR MINUTES H-J7 PIlESSURE VS TIME ~ ~ -"f"-, f 1.0 O.S 0.0 10 20 30 40 60 10 MINUTES H-3B H-7 APPENDIX I ENGINE PERFORMANCE BASELINE DATA UNLEADED REGULAR AUTOGAS (BASELINE TEST SEQUENCE #1) 3000 50 AUTOGAS '5 AUTOGAS HS RPl' VS TIllE THROTTLE POSITION VS TIME r- ~ n in .0 \ '000 r N ~ 30 ~ ill '" 2Q \ r r ; L ---J 1000 \ - n '0 -f'--J l 10 '0 30 .. 50 60 70 10 29 30 40 50 80 7Q ~1r~UTES ,-, MINUTES '-2 30 AUTOGAS .5 150 MANIFOlD PRESSURE vs nr..E AUTOGAS 116 TOROUE vs TIllIE ~ '8 ,... / - 100 ,... '" -..,.. r ~~ \.~ ..t rl 50 22 ...... , 20 I"" 10 2Q 3Q .0 50 60 10 MINUTES ,-) 10 20 30 40 50 80 10 MINUTES ,-, AUTOGAS 1#5 I. HORSEPOWER VS TIPJE AUTOGAS '5 .,. fUEL FLO" vs TIllE ",., 80 I'" If'1 J...... ""'1 '1'f '-"'0 !: 40 - .... ~U _.1, '0 Y ~ ~ 10 29 JO 10 80 10 I. 29 30 40 60 7. MINUTES •• '-5 '''NUTES ,-, I-I 1.0 500 AUTGOAS ,. AUTGOAS '5 CHT 111 VS T1f,'E FUEL PRESSURE vs TI~ 0.9 r 400 r" n 0.8 f J ) ,~ ~ 0.7 l \J ~ ~ o.a 1/J 100 0.5 J 0.4 10 20 30 40 50 &0 70 10 20 30 40 50 60 70 MINUTes MINUTES ,-) ,-8 500 AUTQGAS 115 AUTOOAS 115 CHT '2 VS W!E CHT '3 VS mlE 400 300 A (' \ / '00 A 1""-- 200 ~ '\ J \. 100 r 100 I I 1 50 60 70 10 '0 30 40 50 ao 70 9 10 '0 30 40 r.lINUTES 1-lD MINUTES '-9 500 800 AUTOGAS 115 AUTOGAS #~ CHT 114 VS TIME EGT 1t1 VS TIME 400 600 300 ~ {\ 400 I \ --.J 200 J \. r"\J \ '00 10 II' 20 ]0 40 '0 20 30 40 50 60 70 10 50 60 70 r~INUTES MINUTES \-\1 1-12 1-2 BOO 800 AUTOGAS 115 AUTOGAS #5 EGT #2 VS TIME EGT III VS TIr.\E 600 600 1"'\ tl 400 ...... IA \L-r ,~1\ * ~ 200 t"r- 200 1\ ~ 0 0 10 .20 30 40 60 80 70 10 20 30 40 50 80 70 MINUTES MINUTES 1-13 1- 14 800 BO AUTOGAS #5 AUTOGAS itS EGl 114 VS TIUE ENGINE OIL PRESSURE VS TIh'E 1"""'1 ~ f'.... I- 600 60 IJ "" I~ ~ 40 \~ 200 / U 1\ 0 If 0 0 60 70 10 20 30 40 60 60 70 10 20 30 40 50 MINUTES 1-15 MINUTES I-If", 200 AUjOGAS';5-~ ~I 200 AUTOGAS #5 ENGINE Oil , ENGINE OIL TANK T_lURE VS TIllE TElllPERAlURE VS T1P~E I I 150 150 -- ~ / ~ I i 100 v -- ~ I ! L/ ~ I 50 50 II II I I '0 20 30 40 50 60 70 10 20 30 40 50 60 70 MINUTES ,.lINUTES \ -17 1-1B 1-3 100 100 AUTOGAS ItS AUTOGA5 #5 INDUCTION VALVE PORT 1t4 INDUCTION VALVE PORT 1t3 AlA TEMPERATURE VS T1r.,E ) AIR TEMPERATURE V5 mAE r!' / 80 80 r """ - J r-t. '- 60 \,.J I"'"' 60 ...... "-" "'" 40 0 20 0 0 0 10 20 30 40 50 60 70 10 20 30 ~ 50 60 70 MINUTES MINUTES 1-20 100 100 AUTOGAS #5 AUTOGA5 #5 INDUCTION TUBE #3 UPPER INOUCTION TUBE #3 LOWER AIR TEMPERATURE VS TI~E AIR TEMPERATURE VS TIl;E 80 80 60 /l n If 60 ~ \j \ I~ ~ l'-uh OJ ~ 40 40 20 20 10 20 30 40 50 60 70 10 20 30 40 so 60 70 MINUTES r,'INUTES 1-21 1-22 100 AUTOGAS #5 100 CARBURETOR UPPEII AOAPTER AUTOGAS #5 AIR TE,"PERATURE VS TIME CARBURETOR It, METAL TEr.,PEAATURE VS TIME 80 80 60 ~ I. 60 w IV,"" If ll! ~ I~ iil l~ I L I---A~ 40 /'I h / o \-~ 40 20 20 10 20 30 ~ 50 60 70 10 20 30 ~ 60 70 MINUTES so 1-23 ~J1INUTES 1-4 100 100 AUTOGAS #5 AUTOGAS /15 CAlllUIETOR NII1E1Al THAOIllE PlATE UPmlIETAl T_TUIIEVSTIllE TEIIP£I,ATURE VS TIME BO 80 60 Ir-- h h I • 4ll ;'-1 h Irr- u I 20 20 10 20 30 4ll !ill 60 10 • ,. 20 30 40 !ill 10 1-25 MINUTES IIINUTES 1-26 100 AUTQGAS #5 100 AUTOGAS #5 CARBUIETOA LOWER ADAPTER THROTTLE Pl.ATE LOWER lET Al AIR 1EM'ERATURE VS TIME TEllPERATURf VS TIME 80 80 III 60 \~ Ir-- 40 40 rtl L- '-' L 20 20 0 0 1. 20 30 40 !ill III 10 30 40 !ill ,. 10 MINUTES 10 20 1-28 MINU1ES \ -27 100 AUTOGAS~5~-~ 1.•-.---...---.------..---.,...------, AUTOGAS #5 DEW POINT PlENUM PRESSURE VS TlL"f; '- ""\ TEMPERATURE VS TIME i •.91-l1++-j---+---+---+---4---...:I-----! 80 I ••8 -l--t-lIH---+-----'f---+---+---lHl----1 I I r ~ I, 0 •.1 ~f---+l---l----+---+---4-'l-"""'~-/I---- \i r """-I.... ••8 -l---I+--1:.....!:j---...:'*-+~ ,. 50 III 70 ,. 10 3. 40 MINUTES )-29 1-5 100 150 AUTOGAS #6 AUTOGAS .tl5 TES TCElL AI R ~~- -~- FLOAT BOWL fUEL T~,peMTURE VS TIME fEMPERATURE VS TIME 80 I 100 I 0 50 0 0 , 10 20 30 40 60 70 10 20 30 4 160 J 100 -~ 1 AUTOGAS 115 AUTOQAS it5 SEDIMENt BOWL FUEl I AUTOGAS FUEl tANK I tElo1PERAtURE VS tiME TE,MP'EII,ATURE. ~s TIME I I I J _.- I 80 j '00 60 --r I I I r------40 I-t---r-' t I I I I '0 I I ~ I I i i I I I I I·, 10 30 40l.- 80 10 '0 60 10 20 30 40 50 60 10 rllr'UtES 1-33 MINUTES !-3lj 1-6 AUTOGAS 115 IDLE JET AUTDGAS #5 PRESSURE VS 1IME .-- COWLING AIR PRESSURE VS TII~E ...,..... I.... 1....- 4 -2 "'-l-/ \...... 6 :J: t-' :J: "~ I,...,. ~ -4 " "~ > -6 l.J , -8 10 20 30 40 50 60 20 30 40 50 60 10 MINUTES '0 1-3) MINUTES \ -36 2.0 100 AUTDGAS #5 AUTDGAS 115 COWLING AIR SUPPLY COOLING AIR PRESSURE VS TIME TEWERA T~RE vS nME rI IlO ....,. 1/- 1.5 60 J i iC 1.0 ~ 40 --- o. 5 20 I .0 I 10 20 30 40 50 60 10 20 30 40 50 60 10 10 MINUTES -38 MINUTES 1-]] 1-7 • 2000(1885) AVGAS 2000 (1900) AUTOGAS 2000 (1890) AUTOGAS 2000(1800) AUTOGAS • 2350(2295) AUTOGAS 2350 (2258) AUTOGAS J-2 Acceleration Pump Discharge Main Fuel Discharge o RPM o RPM 1600 (1430) AVGAS 1600 (1360) AUTOGAS 1800 (1675) AVGAS 1800 (1700) AUTOGAS J-1 APPENDIX J REAL-TIME CARBURETOR ICE PHOTOGRAPHS