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<DIV><FONT face=Arial size=2>Good info Vincent.... I find the same thing
here in north Texas that I have to richen the low and top end during the
winter to make my OS 140's run well.</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>Wayne Galligan</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<BLOCKQUOTE
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<DIV style="FONT: 10pt arial">----- Original Message ----- </DIV>
<DIV
style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black"><B>From:</B>
<A title=vicenterc@comcast.net
href="mailto:vicenterc@comcast.net">vicenterc@comcast.net</A> </DIV>
<DIV style="FONT: 10pt arial"><B>To:</B> <A
title=nsrca-discussion@lists.nsrca.org
href="mailto:nsrca-discussion@lists.nsrca.org">NSRCA Mailing List</A> ; <A
title=nsrca-discussion@lists.nsrca.org
href="mailto:nsrca-discussion@lists.nsrca.org">NSRCA Mailing List</A> </DIV>
<DIV style="FONT: 10pt arial"><B>Sent:</B> Tuesday, March 14, 2006 8:03
PM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Re: [NSRCA-discussion] Fuel
Regulation in 2C Engines</DIV>
<DIV><BR></DIV>
<DIV>
<DIV>Yes, I am back. I did some test bench and concluded that the
by-pass does not make sense. Also, I concluded that my problem was
really temperature changes. Usually this is the first winter that I fly
pattern. In the past, I have been flying sport planes in winter
time. Last Saturday, I went to fly and during the day it was warm and
the engine idle was working like it was last summer "perfect". I didn't
had any problems with transition going from full power to idle. Suddenly
a cold front came and the temperature dropped at least 10 oF. Remember,
I live in Kansas. When I flew the first time with the colder
temperature, I started to have the problem that I had before in colder
weather. Idle was taking too long when going from full power to
idle. I was able to notice in fly and when I landed. I just richen
not only the high end but also the low end and the engine performed very well
in the fol! lowing flights. Today, I run a test on the bench and noticed
that clearly the final solution is to richen the low end. Usually, I was
richening the high end only when flying in lower temperatures.</DIV>
<DIV> </DIV>
<DIV>I also checked the performance of the engine using the OS 140 RX and the
Perry pump with the OS 160 carburetor and the OS 140 RX
carburetor. On the bench the combination of the OS 160 carburetor
with any of both pumps work equally well. The OS 140 RX carburetor
performed well only with the OS 140 RX pump.
Clearly, the additional cost of the OS 140 RX pump can not be
justified. As all know, the performance in the air not necessarily would
be equal to the performance in the test bench. However, the
results could be interesting for some. Main conclusion and learning
experience: the combination of the OS 160 FX and Perry pump
works very well but it is very sensitive to temperature changes.
Finally, I applied insulation as Nat Penton suggested. I
checked in the bench and appears that is working great. Final
test has to be done flying to ! check if the carburetor would
be less sensitive to temperature changes. </DIV>
<DIV> </DIV>
<DIV>Definitively, the OS 160 FX is like me. A tropical guy.
Thanks again for all responses. </DIV>
<DIV> </DIV>
<DIV>Regards,</DIV>
<DIV> </DIV>
<DIV>Vicente Bortone </DIV></DIV>
<DIV> </DIV>
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Original message -------------- <BR>From: vicenterc@comcast.net <BR>
<DIV>Nat,</DIV>
<DIV> </DIV>
<DIV>Interesting, I do exactly as you described. The engine perform
very well when throttling up and idle is fine. Power is just
incredible. The problem that I see is that throttling down the engine
does not go to idle fast enough. Probably, I am getting too
old.</DIV>
<DIV> </DIV>
<DIV>Vicente</DIV>
<DIV> </DIV>
<BLOCKQUOTE
style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px solid">--------------
Original message -------------- <BR>From: "Nat Penton"
<natpenton@centurytel.net> <BR>
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<DIV><FONT face=Arial size=2>Vicente</FONT></DIV>
<DIV><FONT face=Arial size=2>My experience in setting the idle on a two
stroke is to continue to lean until it wont run, then richen slightly. The
motor will then be instantly responsive to throttle. If you run with a
rich idle you can pinch the fuel line, at idle, and the engine will
continue to run, even speed up as it approaches the right
mixture.
Nat</FONT></DIV>
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<DIV style="FONT: 10pt arial">----- Original Message ----- </DIV>
<DIV
style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black"><B>From:</B>
<A title=vicenterc@comcast.net
href="mailto:vicenterc@comcast.net">vicenterc@comcast.net</A> </DIV>
<DIV style="FONT: 10pt arial"><B>To:</B> <A
title=nsrca-discussion@lists.nsrca.org
href="mailto:nsrca-discussion@lists.nsrca.org">NSRCA Mailing List</A> ;
<A title=nsrca-discussion@lists.nsrca.org
href="mailto:nsrca-discussion@lists.nsrca.org">NSRCA Mailing List</A>
</DIV>
<DIV style="FONT: 10pt arial"><B>Sent:</B> Tuesday, March 07, 2006 6:57
AM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Re: [NSRCA-discussion]
Fuel Regulation in 2C Engines</DIV>
<DIV><BR></DIV>
<DIV>All,</DIV>
<DIV> </DIV>
<DIV>It is evident that I had been setting the low end lean. Next
time I fly, I will adjust to get richer low end. I don't think I
am running the engine hot. However, I am going to try to improve
cooling and see if this helps. </DIV>
<DIV> </DIV>
<DIV>Thanks to all again. I got very good
feedback. </DIV>
<DIV> </DIV>
<DIV>Vicente Bortone</DIV>
<DIV> </DIV>
<DIV> </DIV>
<DIV> </DIV>
<DIV> </DIV>
<BLOCKQUOTE
style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px solid">--------------
Original message -------------- <BR>From: "John Pavlick" <<A
href="mailto:jpavlick@idseng.com">jpavlick@idseng.com</A>>
<BR><BR>> Jerry, <BR>> Thanks for confirming my observation re-
lean idle = slow transition to <BR>> idle. I first noticed this on
my old Arctic Cat sleds. I've always felt more <BR>> comfortable
with 4-strokes - I guess that comes from wrenching Harleys. I'm
<BR>> finally figuring these ringy-dingy 2-strokes out I guess. So
who says toy <BR>> airplanes aren't educational? <BR>> <BR>>
John Pavlick <BR>> http://www.idseng.com <BR>> <BR>> BTW -
I've been using sealed bearings (seals on both sides / -2RS type)
<BR>> front and rear. In stock configuration, normally the front
bearing is <BR>> shielded on one side only - no seals. This does
nothing (or at best very <BR>> little) to seal the crankcase. With
both sid! es sealed, there is much less <BR>> ch! ance of an air
leak that would definitely causes slow transition AND <BR>> erratic
idle. In extreme cases I've seen motors that wouldn't shut off even
<BR>> with the throttle fully closed. The fix was new bearings.
<BR>> <BR>> <BR>> <BR>> > -----Original Message-----
<BR>> > From: nsrca-discussion-bounces@lists.nsrca.org <BR>>
> [mailto:nsrca-discussion-bounces@lists.nsrca.org]On Behalf Of
Jerry Budd <BR>> > Sent: Tuesday, March 07, 2006 12:28 AM
<BR>> > To: NSRCA Mailing List <BR>> > Subject: Re:
[NSRCA-discussion] Fuel Regulation in 2C Engines <BR>> >
<BR>> > <BR>> > >5. It is clear that all 2-cycle
engines will have this behavior. <BR>> > <BR>> > I guess I
have to offer a different opinion on this. If you have the <BR>>
> low end set lean (and most running the OS140Rx are running the
bottom <BR>> > lean to get the mid-range somewhat r! easonable)
you will not be able <BR>> &g! t; to get the motor t o settle
into a low idle quickly. And that <BR>&g t; > presents itself
as poor down line breaking, as well as the occasional <BR>> >
flameout. When I ran the OS140's I bought four motors and then
<BR>> > picked the two with the best carbs (aka midrange) so I
could set the <BR>> > low end where it belonged. I also used
higher nitro fuel (Magnum #1) <BR>> > to help lean the midrange,
which also allowed me to run the pipe <BR>> > about an inch
longer (which helped soften the pipe "bump"). <BR>> > <BR>>
> I had good luck (post '02 Nats) and good power (8400 rpm, APC
17x12) <BR>> > with the OS's, but I found that the throttle
response wasn't the best <BR>> > if you used a lot of throttle
to control speed. When I switched to <BR>> > the Webra 160 I was
able to set the top end rich and still have more <BR>> > power
than I knew what to do with (because of the enormous <BR>> >
torque/very conservative exha! ust timing), and also set the idle
<BR>> > sligh! tly rich so the motor would quickly settle into a
low stable <BR>> > idle. Of course this was a lot easier to do
with the MC carb since I <BR>> > didn't have to compromise on
the mixture settings. <BR>> > <BR>> > But, anyway, to
bring this back to point. The most prevalent reason <BR>> > for
a 2c to have an erratic idle with poor down line braking is a too
<BR>> > lean idle and a hot motor (like Evil Eric said). Adding
a fuel pump <BR>> > or a pressure regulator or whatever won't
fix that. <BR>> > <BR>> > Just my $0.02 worth, <BR>>
> <BR>> > Jerry <BR>> > -- <BR>> > ___________
<BR>> > Jerry Budd <BR>> > Budd Engineering <BR>> >
(661) 722-5669 Voice/Fax <BR>> > (661) 435-0358 Cell Phone
<BR>> > mailto:jerry@buddengineering.com <BR>> >
http://www.buddengineering.com <BR>> >
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