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JDOT/FAA/CT-82/110

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FAA WJH Technical Center

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Engine PerformanceComparison Associated withCarburetor Icing DuringAviation Grade Fuel andAutomotive Grade FuelOperation

William CavageJames NewcombKeith Biehl

AVAILABLE INELECTRONIC FORMAT

May 1983

Final Report

AUG lR 1(";­

TECHNICAL CtAIUHTIC C'

1. ,J

This document is available to the U.S. publicthrough the National Technical InformationService, Springfield, Virginia 22161.

US Department of TransportatIOn

Federal Aviation Administration

Technical CenterAtlantic City Airport, N.J. 08405

fAA TECHNICAL CENTER LIBRARY NJ

- /•. -t'

NOTICE

This document is disseminated under the sponsorship ofthe Department of Transportation in the interest ofinformation exchange. The United States Governmentassumes no li.!lbil ity for the contents or use thereof.

nle United States Gov~rru:.lei\t dOES no:: endorse pi-'oductsor manl!facturers. Trade or manufacturer IS names appearherein solely becaUSE they are considered Essential tothe object of this report.

Technical keport Documentation Page

1. Report No. 2. Government Accession No. 3. Recipient's Cotalog No.

pOT/FAA/CT-82/1104. Title and Subtitle

ENGINE PERFORMANCE COMPARISON ASSOCIATED WITH~ARBURETOR ICING DURING AVIATION GRADE FUEL AND~UTOMOTIVE GRADE FUEL OPERATION

5. Reporl O.Ia

May 19836. Parl.rming Organisation Coda

DOT/FAA/CT-82/110

f---::----..,.....,.~---------------~---------____fB. Performing Organi zation Report No.7. Author l sJ

William Cavage, James Newcomb, and Keith Biehl9. Performing Organization Name and Address

Federal Aviation Administrationtechnical CenterAtlantic City Airport, New Jersey 08405

10. Work Unit No. (TRAIS)

11. Contract or Grant No.

184-320-120

FinalJanuary 1982 - July 1982

14. Sponsoring Agency Code

12. Sponsoring Agency Name and Address

U.S. Department of TransportationFederal Aviation Administration~tlantic City Airport, New Jersey 08405

13. Type of Report and Period Coveredr-------------~~---------------____i

15. Supplementary Notes

16. Abstract

~ comprehensive sea-level-static test cell data collection and evaluation effort toeview operational characteristics of "off-the-shelf" carburetor ice detection/

warning devices for general aviation piston engine aircraft during operation onaviation grade fuel and automotive grade fuel. Presented herin are results, obser­vations and conclusions drawn from over 250 hours of test cell engine operation on100LL aviation grade fuel, unleaded premium and unleaded regular grade automotiverFuel.

~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 enginepperational characteristics on 100LL aviation grade fuel and various blends of auto­Plotive grade fuel as well as carburetor ice detectors/warning devices sensitivity/~ffectiveness during actual carburetor icing. The primary purpose of test cellengine operation was to observe real-time carburetor icing characteristics asso­~iated with possible automotive grade fuel utilization by pistion-powered lightgeneral aviation aircraft. In fulfillment of this task, baseline engine operationswere established with 100LL aviation grade fuel followed by various blend of auto­notive grade fuel prior to imposing carburetor icing conditions and assessing opera-ional characteristics.

17. Key Words 18. Oi stribulion Statement

19. Security Ciani!. (of this report) 20. Securily Classif. (of this page)

Aviation Grade FuelAutomotive Grade Fuel

Document is available to the U.S. publicthrough the National Technical InformationService, Springfield, Virginia 22161

~neral Aviaton~ight AircraftPistion Engine~arburetor IceGarburetor Ice Detection/Warning

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 appre­ciation to the following individuals/corporations which donated equipment t tech­nical information and time during the fulfillment of this program test effort:

Mr. E. Zercher (Propellers)Sensenich CorporationLancaster t Pennsylvania

Mr. J. Wells and Mr. L. Burgess (Aircraft Fuel System)Pawnee Division t Cessna Aircraft CompanyWichita t Kansas

Mr. R. Dunklau (Carburetors)Marvel-Schebler Division of Borg-Warner CorporationDecatur t Illinois

Mr. J. Kirwin (Carburetor)Bendix Energy Control Division of Bendix CorporationSouth Bendt Indiana

McCauley Accessory Division (Propeller)Vandalia t Ohio

Mr. F. Hale t and Mr. B. Rezy (Test Cell Equipment)Teledyne Continental MotorsMobile t Alabama

Mr. R. Cathers (Published Articles)Aircraft Owners and Pilots AssociationWashington t D.C.

Mr. H. Zeisloft (Data)Experimental Aircraft AssociationOshkosh t Wisconsin

Mr. R. Newman (Data)Crew Systems ConsultantsYellow Springs t Ohio

Mr. R. FriedmanDataproducts t New EnglandWallingford t Connecticut

~rr. C. Shivers t Jr.Birmingham t Alabama

As addressed throughout this report t ice accumulation can commence at various timesand 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 thisreport 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, dataresults were best derived by optical (video) observation which was largely utilizedduring test cell pata acquisition on carburetor ice detection device sensitivity/effectiveness.

iv

TABLE OF CONTENTS

EXECUTIVE SUMMARY

INTRODUCTION

PurposeBackgroundObjectiveApproach

BASIC CONSIDERATIONS

Type of IceFormation CharacteristicsIcing ParametersOperational Characteristics

TEST CELL EQUIPMENT

EngineCooling SystemFuel SystemInduction Air SystemIce Monitoring SystemData Acquisition System

ENGINE TEST SEQUENCE

Break-In RunBaseline Test 1Baseline Test 2Carburetor Ice Detector Devices

DISCUSSION

Engine Performance Changes Due to Fuel TypeEngine Performance Changes Due to Carburetor Ice

CONCLUSIONS

General ObservationsRelated Facts

REFERENCES

APPENDICES

Appendix A - Carburetor Ice BibliographyAppendix B - Carburetor Ice Detection DevicesAppendix C - Baseline Test 1 Sequence DataAppendix D - Baseline Test 2 Sequence Data

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viii

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1234

6

6666

7

788

101011

12

12121213

14

1416

25

2527

28

TABLE OF CONTENTS (Continued)

Appendix E - Pictorial Presentation of Engine Test Cell InstallationAppendix F - Corrected Test Cell Engine Performance DataAppendix G - Engine Performance Baseline Data lOOLL AvgasAppendix H - Engine Performance Baseline Data Unleaded Premium

AutogasAppendix I - Engine Performance Baseline Data Unleaded Regular

AutogasAppendix J - Real-Time Carburetor Ice Photographs

vi

Page

Figure

1

2

3

4

5

6

7

8

9

10

11

Table

1

2

LIST OF ILLUSTRATIONS

Carburetor Icing Probability Chart: Ministry ofTransport - Canada

Carburetor Ice Detector Evaluation System

Test System Schematic

Induction System Temperature Distribution

Intake Valve Port Temperature Versus RPM (Mixture Rich)

Carburetor Temperature Data Versus RPM

Throttle Plate Temperature Versus RPM

Throttle Plate Temperature Versus RPM (Three Grades of Fuel)

Time (Minutes) from 59° F to Ice Formation Versus RPM

Idle Jet Pressure Versus RPM (No Ice)

Idle Jet Pressure Versus RPM (With Ice)

LIST OF TABLES

Test Parameters

Engine Test Sequence

vii

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4

9

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13

EXECUTIVE SUMMARY

This report "Engine Performance Comparison Associated with Carburetor Icing DuringAviation Grade Fuel and Automotive Grade Fuel Operation" represents observations.test data and conclusions obtained during sea-Ievel-static test cell engine opera­tion at the Federal Aviation Administration Technical Center. During the accom­plishment of this test effort, a comprehensive data collection and evaluationreview was made associated with 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. Variousblends of unleaded premium and regular automotive grade fuel obtained from localautomotive service stations were utilized for engine performance data collectionas compared to lOOLL aviation grade fueL Unleaded automotive fuel rather thanstandard leaded automotive fuel was selected due to its low lead content anddecreasing supply of leaded fuels over the years.

As a result of several hours of Continental 0-200A aircraft engine operation. itwas noted that a minor performance change could be seen between aviation andautomotive fuels. This change related to horsepower/torque while engine andexhaust temperatures remained the same. Off-the-shelf carburetor ice detection/warning devices operated the same on all fuels tested as did carburetor icingcharacteristics. It was noted however. that the carburetor had a tendency tocommence icing twice as soon with automotive grade fuel as compared to lOOLLaviation grade fuel.

viii

INTRODUCTION

PURPOSE.

The Federal Aviation Administration (FAA) Technical Center's propulsion effort iscentered on the safety and reliability aspects of propulsion systems for bothturbine and piston engines. The detailed planning and objectives of the FAATechnical 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, inductionsystem moisture ingestion, and carburetor anti-deicing.

The detailed objectives of this specific effort were to: (1) establish test cellengine operation during carburetor ice producing conditions, (2) optically observereal-time carburetor icing operating conditions, and (3) observe/review operationalcharacteristics of "off-the-shelf" carburetor ice detection equipment and engineperformance degradation as related to 100LL aviation grade fuel/unleaded automotivegrade fueL

These investigations were completed and reported in another report (reference 2).

In considering the use of automotive gasoline (autogas) in general aviation pistonengines, it has long been suspected that the high reid vapor pressure of autogasmay increase the tendency of carburetor ice formation. The FAA Office of Air­worthiness requested that the investigations noted in reference 2 be expandeed toinclude an evaluation of the use of autogas relative to its effect on carburetorice formation. This report documents this expanded effort.

BACKGROUND.

Accident/incident data involving conditions conducive to carburetor/induction sys­tem icing as a cause/factor are available from the FAA computer system located inKansas City, Missouri, which contains both FAA and National Transportation SafetyBoard (NTSB) data. A review of this data reveals a substantial number of occur­rences where carburetor icing was the "most probable cause" of general aviationengine failure while in flight. The term "most probable cause" is used due todifficulty in substantiating the insidious culprit which generally dissipates priorto examination of engine conditions.

The NTSB continues to indicate a number of accidents each year in which carburetoricing was reported or suspected. The NTSB accident/incident data, together withthe Technical Center's independent search of FAA's national computer data base,(i.e., Accident/Incidents Data System (AIDS», were the basis for determining over­all scope of the carburetor icing problem. For the purpose of this report, theAIDS was used since it contained NTSB and FAA data and was readily accessible. TheAIDS data are compiled from aircraft registry, NTSB records, National Flight DataCenter, Flight Standards National Field Office Safety Information tables, andreports submitted by field inspectors. Examples of information that may beobtained are: location, date, aircraft ratings, cause factors, contributing fac­tors, number of fatalities, flying condition, etc. This data bank is accessiblethrough United Computer Systems in Kansas City, Missouri, with current data avail­able from 1976 to present. A more detailed AIDS data breakdown is presented inreference 2, while additional historical data is available from items listed inappendix A bibliography.

1

The NTSB, FAA, military, Foreign Aviation Agencies, and various pilot organizationshave files full of technical reports and published articles dealing with carburetoricing accidents/incidents. The topic has been well researched and published, pro­viding icing probability curves (figure 1) developed by the Canadian Ministry ofTransport for pilot education to preclude a dangerous situation. Various individ­uals have directed their efforts toward developing cockpit instrumentation capableof warning the pilot of actual ice formation, or at least alerting them to the factthat carburetor conditions are conducive to ice formation (depending on atmosphericproperties). Other individuals have pursued carburetor modification which wouldlimit engine power loss during carburetor icing and prevent engine stoppage.

~"""'lI,..,r-"""'lI....,90

60

50 ~...z0....s

40 wQ

30

20

10

090 100 11050 50 70 80

AMBIENT TEMPERATURE OF

D ICING-GLIDE AND CRUISE POWER

K\\iJ SERIOUS ICING~ AT GLIDE POWER

V'o"i SERIOUS ICING">i AT CRUISE POWER

II ICING IN PRESSURETYPE CARBURETORS

FIGURE 1. CARBURETOR ICING PROBABILITY CHARTMINISTRY OF TRANSPORT - CANADA

With the advent of aviation grade fuel shortages (both regional and spot shortages)plus continued price escalation, numerous individual/aviation organizations haveconsidered aircraft flight operations on fuels other than that originally utilizedfor aircraft type certification approval. Most requests received by FAA fieldoffices around the country address automotive grade fuel (autogas) usage as areplacement for the aviation grade fuel (avgas) which was originally specified inthe 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, theFAA Technical Center was requested to initiate an avgas versus autogas program toreview work previously accomplished, fuel specification differences, aircraft

operational problems/fuel system failure modes, and possible solutions/protectionprocedures. As part of this program, an analysis of carburetor icing characteris­tics, engine operational performance degradation, and "off-the-shelf" carburetorice detection equipment operation were undertaken to ascertain effects associatedwith autogas usage.

As pointed out in reference 2, engine manufacturers are required to design andconstruct intake passages to minimize the danger of ice accretion, according toFederal Aviation Regulations (FAR) 33.35(b). Actual engine operation under carbu­retor icing conditions is not a requirement imposed on the engine manufacturer bythe FAR's. In addition, the engine manufacturers point out that carburetor icingis a problem which must be scrutinized on an individual aircraft model installationbasis. Therefore, engine manufacturers do little, if any, engine test cell workrelative to carburetor icing problems. The final link in the carburetor icingchain is the aircraft manufacturer. As per FAR 23.929 and 23.1093, aircraft man­ufacturers are required to provide a means of increasing carburetor air temperatureby 90° F. Actual aircraft/engine operation in carburetor icing conditions is notimposed by the FAR's and the FAR's remain mute on the topic of ice detectionequipment requirements as related to satisfactory engine operation. Some aircraft/engine manufacturers do offer Supplemental Type Certificate (STC) approved carbu­retor ice detection/warning equipment as optional instrumentation. However, aquestion arises as to what effect, if any, will be imposed on equipment and carbu­retor icing tendency during operation on autogas rather than avgas. Of particularinterest is the question relative to what would happen to the Canadian Ministry ofTransportation carburetor icing probability chart, figure 1, which was originallydeveloped with avgas, if operational performance data were obtained with variousblends of autogas. It should be noted, however, that such an effort was beyond thescope of this program.

OBJECTIVE.

Based on the information obtained during the overall background review of carbu­retor icing problems, a program test plan was developed. Following are theobjectives of the plan:

1. Instrument a test engine to obtain necessary performance data indicatingperformance changes, if any, due to fuel changes/carburetor icing.

2. Review commercial market and attempt to obtain a copy of each carburetorice 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 andobserve operational characteristics of commercial off-the-shelf devices.

8. Determine internal carburetor locations where ice accumulation takes placeas a result of avgas versus autogas.

3

9. Ascertain how ice formation propagates through th~ carburetor as related toavgas versus autogas.

10. Determine carburetor operation during ice manifestation and note what mayresult from changing fuel, avgas versus autogas.

11. Determine best location of the carburetor ice detection device to givedesired information and note any location changes that may be necessary to accom­modate avgas versus autogas.

APPROACH.

Through in-house FAA Technical Center test cell investigations, repeatable carbure­tor ice producing conditions were established during engine operation on 100LLavgas, unleaded premium autogas and unleaded regular autogas. With strategicallypositioned borescopes, actual internal carburetor ice formation/propagation wasmonitored/video recorded while engine performance parameters were recorded duringactual engine operation. Figure 2 depicts carburetor instrumentation utilized fortesting while table 1 contains a listing of all test parameters measured andrecorded during test cell engine operation.

TV OBSERVATIONLOCATION

f---i------'I

IDLE JETPRESSURE "-

IN "-~

Hg ~-~~~

FLOAT BOWLTEMP. "c

TEMPERATURE'c'

PLENUM

HUMIDITY PLENUMPERCENT R.H. PRESSURE

IN H20

------TEST ADAPTER °c

.rY"~~T7T---- THROTTLE PLATE °c--ICE DETECTOR (TYPICAL)

-- WALL TEMPERATURE °c(3 AROUND CARB. BODY)

ADAPTER TEMP. °c

TV OBSERVATION LOCATION

FIGURE 2. CARBURETOR ICE DETECTOR EVALUAITON SYSTEM

4

TABLE 1. TEST PARAMETERS

Signal Name Units

#3 Induction Valve Port Temperature#3 Induction Tube Upper Temperature#3 Induction Tube Lower Temperature#4 Induction Valve Port TemperatureLeft Fuel Tank Temperature (Autogas)Right Fuel Tank Temperature (Avgas)Oil Tank TemperatureSediment Bowl TemperatureUpper Throttle Plate Metal TemperatureLower Throttle Plate Metal TemperatureFloat Bowl Fuel Temperature#1 Carburetor Metal Temperature#2 Carburetor Metal Temperature#3 Carburetor Metal Temperature#4 Carburetor Metal TemperatureCarburetor Adaptor Top Temperature#1 Cylinder Head Temperature#2 Cylinder Head Temperature#3 Cylinder Head Temperature#4 Cylinder Head TemperatureEngine Oil TemperatureCarburetor Adaptor Bottom TemperatureCowling Air TemperatureWater TemperatureTest Cell TemperatureAir Conditioner Outlet TemperaturePlenum Air TemperatureSupply Air Temperature#1 Exhause Gas Temperature#2 Exhaust Gas Temperature#3 Exhaust Gas Temperature#4 Exhaust Gas TemperatureFuel FlowThrottle Plate PositionFuel PressureEngine SpeedHorsepowerTorqueOil PressureCarburetor Temperature Probe 1Cowling PressureCarburetor Ice Probe 1Supply Cooling Air PressurePlenum PressureDew Point (inside plenum chamber)Ice IndicationManifold PressureIdle Jet PressureBarometric PressureFuel Switch (avgas/autogas)

5

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BASIC CONSIDERATION

TYPES OF ICE.

Ice may form in the induction system and carburetor of reciprocating engines in thefollowing ways:

1. Impact of water droplets in the induction air on surface whose temperature isbelow 32° F (0° C).

2. Cooling to below 32°throttle plate venturi.may approach 30° F.

F of the water vapor in induction air by expansion acrossThis expansion process produces a temperature drop which

3. As fuel is introduced into the carburetor airstream, water entrained or dis­solved in the fuel is cooled to below 32° F.

4. Cooling of moisture-laden induction air to below 32° F, due to fuel evaporationas fuel is introduced into the carburetor airstream.

When a liquid evaporates, a certain amount of heat transfer takes place which coolsthe surrounding environment. The maximum temperature drop with a stoichiometricmixture in piston engine aircraft carburetors will be approximately 3]0 F. Assuch, 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 iceformation location was the front and back side of the throttle plate. As addressedin the DISCUSSION portion of this report, the throttle plate was the coldest por­tion of the carburetor and, therefore, most susceptible to ice accumulation. Asexpected, ice formation locations and patterns around the throttle plate changedwith engine speed.

ICING PARAMETERS.

Factors/parameters which are critical for ice formation are carburetor airtemperature/ambient air temperature, humidity, and throttle plate angle. Throttleplate angle which relates to engine (rpm) also relates to the amount of ambient airflowing through the engine. This interrelationship has the largest impact oncarburetor metal temperature and as such, ice accumulation rate. Fuel temperatureand mixture setting (rich/lean) were found to have an insignificant impact on iceformation, location, or rate, as related to the test cell engine installationutilized during testing. Actual flight testing by Newman (reference 3) indicates adetectable tendency for mixture setting to affect icing rate based on five carbure­tor icing encounters.

OPERATIONAL CHARACTERISTICS.

Most carburetor icing accident reports place final blame as pilot error, due topilot in command of the aircraft having final authority and responsibility forthe 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 deter­iorate to a point of no recovery.

Cockpit instrumentation, depending on aircraft configuration, which provide indi­cations of aircraft/engine performance deterioration are rpm, airspeed/altimeter,exhaust gas temperature (egt), and manifold pressure. As carburetor ice accumula­tion commences, engine rpm will gradually decay with a fixed pitch propeller andmanifold pressure will decay with a constant speed propeller. This decay will befollowed by a loss of airspeed if constant altitude is maintained, or a loss ofaltitude if aircraft trim is allowed to maintain constant airspeed. As noted underthe GENERAL OBSERVATIONS portion of this report, ice accumulation generally pro­duces mixture enrichment which leads to a reduction in egt and is accompanied witha rough running engine.

Ice accumulation rate depends on atmospheric conditions, but generally is verysteady and persistent. This brings about a steady change to aircraft/engineperformance and as such, lends itself to catching the pilot unaware. Due to thissteady 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, thereare optional instruments available on the market shelf which have been approved bythe FAA on a no-hazard basis with the issuance of STC's for installation in typecertificated aircraft. Such instruments are approved as optional equipment onlyand flight operations should not be predicated on their use. Appendix B contains alisting of all known devices which are presently available or which will shortly beavailable as "off-the-shelf" equipment.

TEST CELL EQUIPMENT

ENGINE.

The test engine was a Teledyne Continental Motors zero time factory overhauled0-200A, serial number 231139-R, naturally aspirated, overhead valved, air cooled,horizontally opposed, direct drive, wet sump aircraft engine, with a bore andstroke of 4.06 inch x 3.88 inch for a total displacement of 201 cubic inches. Thecompression 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 andno oil cooler. The engine contains hydraulic tappets while the cylinder walls/pistons are spray lubricated. Normal operational oil pressure was 30 to 60 poundsper 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 avgasor autogas. Test installation carburetor system was a standard Marvel-ScheblerModel MA-35PA, part number 10-5128 which had been especially instrumented toprovide desired data parameters for test.

The test installation engine had a dual magneto, radio shielded ignition systemwhere the right magneto fired the upper spark plugs and the left magneto fired thelower plugs. The magnetos were Slick Model 4201 with impulse couplings. Bothmagnetos drove clockwise, with a one-to-one drive ratio to the crankshaft andtimed to 24° before top dead center (BTDC).

7

COOLING SYSTEH.

The cooling system consisted of an air moving and heat unit, a pressure regulatingand shutoff valve, an engine cooling hood, ducting and various pressure, andtemperature probes. The air moving and heating unit was self-contained with a6,000 ft 3/min (CFM) centrifugal blower, 20 Horsepower (HP), 3,600 rpm, 240 volt3-phase, 60 hertz (Hz) motor. A one million British Thermal Unit (Btu) per hourburner using JP4 fuel with boiler, expansion tank and heat exchanger was alsoincluded.

A 24-inch diameter sheet metal duct with temperature and pressure probes wasutilized to connect the air moving unit, pressure regulating and shutoff valve, and18-inch diameter flex duct which attached to the top of engine cooling hood. Thepressure regulating and shutoff valve was a sheet metal tee with a set of louversand regulating slide on the top to allow excess pressure/airflow to escape. Theregulating portion had coarse and fine adjustment to allow for easy major settingsand daily ambient changes, while the branch portion had shutoff louvers prior tothe 18-inch engine ducting.

The engine cooling hood was a sheet metal box on top of the cylinders which conver­ted the velocity of the cooling air into a pressure differential to move air acrossthe cooling fins carrying away engine heat. The box had a total temperature probeand static ports to read cooling air pressure and temperature inside the hoodassembly. There were high temperature rubber seals next to each cylinder to forceair across the fins, rather than around them. The top of the hood was basically atransition section changing the 18-inch round flex duct to the shape of thecylinder box.

FUEL SYSTEM..

The test installation fuel system utilized a standard factory manufactured Cessna150 aircraft fuel system from fuel tanks to carburetor inlet with the exception oftwo slight modifications. The first modification was an installation of twonormally closed llS-volt alternating current (a.c.) 9/32-inch orifice solenoidshutoff valves. One each of these valves was placed in the left and right fueltank supply line just prior to "T" connection in front of standard aircraft fuelline shutoff valve. This modification was implemented to facilitate instantaneousselection of either left or right fuel tank which contained different fuel. Duringinstallation of solenoid shutoff valves, an equal length of fuel line was removedso as to maintain as accurate as possible overall system design. For the durationof this test effort, 100LL avgas was always placed in the right fuel tank (whenviewed from behind the engine) and test autogas fuel was placed in the left fueltank.

The second modification encompassed a turbine fuel flow meter installation downstream of the standard aircraft fuel system shutoff valve. This installationlocation was selected since it would allow continuous fuel flow measurement fromeither fuel tank. During flowmeter installation, an equal length of fuel line wasalso removed so as to maintain as accurate as possible overall system design.

Individual left and right fuel tank quick drain valves were removed to facilitatethermocouple installation with Swagelokm fittings. This installation allowed in­tank 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 anactual fuel temperature data point without disrupting fuel line flow. All fuellines were covered with insulation to reduce ambient temperature impact on fuel.The carburetor instrumentation included two throttle plate temperatures. threemetal 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 pressurewere also instrumented. The carburetor was enclosed in a metal box to pssist incontrolling ambient temperature and simulate engine cowling conditions. There wereopenings in the box for throttle. mixture control. fuel line. instrumentationwires. tubes and to allow air to exhaust. Two thermocouple probes were alsoinstalled 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 cylindernumber 4 intake valve port area. After carburetor and engine instrumentation1nstallation was completed. operational testing was accomplished to obtain data forengine performance correlation with performance data obtained during initial engineinstallation test run checks. No performance change was noted as a result ofextensive instrumentation.

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FIGURE 3. TEST SYSTEM SCHEMATIC

9

INDUCTION AIR SYSTEM.

The inductuon air systemdevice, plenum chamber,ducting.

consisted of two air sources and conditioners, a humiditycarburetor heat valve, heat exchanger, and associated

The air sources were two 18,000 Btu per hour, 220 volt a.c. air-conditionersducted together with a 6-inch flex line and a sheet metal tee. There were smallsheet metal boxes with thermocouple instrumentation on the air-conditioner outletsthat transition to the 6-inch duct. When the engine was not running, the "high­fan" position on air conditioners pressurized the main plenum chamber to about 0.90inches of water.

A specially designed humidity device which took a stream of water and broke it upwith 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 whichcontrolled the shop air utilized to breakup the water stream, a rotometer andshutoff valve to measure and regulate water flow, and a water discharge tubelocated in the high pressure air-jet path. This device could easily take ambientair 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 inletconnection from the humidity device and two 3-inch outlets. There was a deflectorplate at the 6-inch inlet to arrest any liquid water droplets and deflect them intothe sump area. Also included were the temperature probe, pressure tap, dewpointmeasuring ports, and sump area drain. The entire plenum was insulated to reduceambient temperature effects on the conditioned air.

The carburetor heat valve was tee-shaped with a remotely operated hydraulic slavesystem flapper valve and lever mechanism to allow either normal conditioned air orheated air to enter carburetor inlet. Carburetor heat was used between test pointsto heat and dry the engine induction system.

The heat exchanger, sometimes called a heater muff, was bolted to the exhaust pipeson the right side of the engine. When heat was selected, induction air would bedrawn from the plenum chamber, around the exhaust pipes and into the carburetorinlet. The heater muff inlet and outlet had 3-inch flexible tubing connecting theentire system from plenum to carburetor inlet.

ICE MONITORING SYSTEM.

The ice monitoring system consisted of two fiber optic borescopes, two cold lightsources, 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-inchworking length. One borescope had a forward viewing distal end while the other wasside-viewing. Both were capable of 120° articulation in either direction fromstraight. A cold light source with two easily changed internal lamps, a brightnesscontrol 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 vibra­tion and, in addition, the carburetor bottom borescope light source was wired witha remote power switch for control room use while testing optical ice detectors.

10

Each borescope optical end had a special adapter which allowed attachment toindividual standard black and white TV cameras. This assembly was then anchored tothe same shock mounted plate utilized for borescope light sources. Each cameraalso required a separate remote power supply which was located in the control room.The distal end of each borescope was mounted in separate adapters specificallydesigned to fit below and above carburetor mounting flange and provide physicalmounting of borescope probes while the bottom adapter also allowed flexing of thedistal end.

A video cassette recorder was used to obtain a pictorial record of pertinent testsor conditions of a test. The video cassette recorder was normally attached to thebottom borescope to record bottom throttle plate view. The recorder could easilyand quickly be shifted to the top borescope which provided viewing of either thetop 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 feed­back, relative to which data should be recorded. Figure 3 depicts the overallinstrumentation/installation equipment.

DATA ACQUISTION SYSTEM.

The data acquistion system used to collect the data was a NEFF Instrument Corpora­tion Series 620L analog data acquisition and control system. This system consistsof a NEFF Series 400 differential multiplexer, a Digital Equipment CorporationPDP 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 capableof accepting 256 input channels, a programmable gain differential amplifier, andan analog-to-digi tal converter. Signals acceptable to the differential mul ti­plexer were thermocouple and analog voltages with full-sacle reading ranging from5 millivolts to 10.24 volts. Each channel had a 10-Hz filter to reject super­imposed and unwanted signal frequencies.

Control of the data acquisition was performed by the PDPII-04 computer which en­compassed setting sampling rate (10 kHz max), converting raw data into engineeringunits as established by operator, displaying eight different parameters oncathode ray tube (CRT) and writing data on Kennedy tape drive at a rate of 1600bits per second. An alarm capability was installed to warn the engine operatorwhen any parameter reached a critical value.

Thermocouple instrumentation utilized during test operations were calibrated to+0.5 0 F, while data acquisi tion/ computer sys tem carried data readings to+0.0001 0 F. This can be observed in the rapid sharp changes depicted in dataplots.

11

. -_. __•......_--_._.__._ _------------

ENGINE TEST SEQUENCE

BREAK-IN RUN.

The engine was purchased as a Teledyne Continental Motors factory rebuilt, zerotime engine. A 50-hour break-in run was completed prior to the 150 hours of test­cell operation required during reference 2 work effort.

The first 25 hours of operation was conducted with a non-detergent oil type Mil-C­6529 Type II, while the remainder of the testing was conducted with an AshlessDispersent Aviation oil EE-80. Initially, oil was changed at 25 hours, again atthe 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 andcylinder-head temperature (CHT) showed a definite increase, rpm was set to 1200 anda manual data point taken. When oil temperature reached 70° F or greater, rpm wasincreased 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 throt­tle takeoff run ofl about 5 minutes was accomplished followed by a power reductionto 2050 rpm with a manual data reading taken at each point. Finally, rpm was setat 1950 for a 20- to 30-minute steady-state condition, with data taken every 10minutes, and then a 1200 rpm cooling condition was set, followed by a decision toeither enter a shutdown sequence or initiate another cycle.

The engine start, magneto check and a full power run was labeled Normal Start-UpTest (SUT).

BASELINE TEST 1.

This test was initiated with a SUT. After the full power condition data weretaken, rpm was retarded to 1000 and engine allowed to stabilize. Computer data fortest parameters listed in table 1 were taken continuously prior to engine startthrough to engine secure at 1 scan per 15 seconds. Manual data were taken at eachtest point after engine readings stabilized. Test sequence utilized is tabulatedin 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 datarecorded during this baseline test sequence for 100LL avgas, unleaded premiumautogas, and unleaded regular autogas is presented in appendix C. When a full testwas completed, 1200 rpm was selected and cooling air modulated to allow the engineto cool slowly. A 1000 rpm condition was selected, a magneto safety check accom­plished, and then mixture control pulled to the OFF-position to stop engine. Thislatter 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 rpmuntil oil temperature reached 75° F. Next came a magneto test at 1800 rpm followedby a power reduction to 1000 rpm for 2 minutes and then proceeded as listed intable 2. The test sequence listed in table 2 was developed which simulated a typ­ical flight profile from takeoff/climb, cruise, en route climb to a higher alti­tude, cruise, descent for airport, enter traffic pattern, approach, landing, taxiand engine secure. Computer data for test parameters listed in table 1 was takencontinuously 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 1000rpm. This manual data which was recorded for 100LL avgas, unleaded premium autogasand 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

BREAK -IN TEST

1000 MAG SAFETY CHECK(SHUT COOLING AIR OFF WHEN CHTBELOW 3000 F)

PULL MIXTURE OFF

SUT 2050 1950 1800 After 1800 either SDT or fullthrottle run then 2050 andrepeat cycle

BASELINE TEST 1

SUT 1000 HOO 1200 1300 ETC up to 2800 followed bygradual reduction to 1200 for SDT

BASELINE TEST 2

1000 to 1200 1800 1000 2750 2350 2750 2400warm-up magneto 2 minutes 5 minutes 15 minutes 3 minutes 15 minutes

test2000 2300 1500 1000 Pull mixture off10 minutes 2 minutes 2 minutes 3 minutes

CARBURETOR ICE WARNING DEVICES.

All carburetor ice warning devices listed in appendix B, with the exception of itemb., were tested during carburetor icing conditions with 100LL avgas, unleadedpremium autogas and unleaded regular autogas. Tests were conducted with three mainparameters in mind. First, it is very difficult to build ice at high rpm (above2400) in a short period of time. Next, experience had previously shown (reference2) that throttle angle affects temperature readings in the location of ice detec­tors mounted in the wall of the carburetor. This means that rpm/throttle anglecould affect the ice detection characteristics. Third, ice accumulation willcommence at various times and locations with no apparent change or degradation toengine performance. Due to the insidious nature of carburetor icing, data resultswould best be derived by optical (video) observation.

The optical ice monitoring system gave a very good picture below the throttle plateat all times, while the picture above the throttle plate (which was taken through a0.5 inch plexiglas plate) provided marginal observation during actual ice accumula­tion. It was observed that high rpm ice tended to build around the upper throttleplate edge next to carburetor wall which at times was slightly out of the immediateview of the bottom borescope. Relocation of either borescope would not solve thisproblem. It was also noted that very little; if any, ice formed in the inductionmanifold at a given test rpm as will be covered in the DISCUSSION portion of thisreport.

13

A series of ice detecting tests was performed with each ice warning deviceutilizing steady state rpm conditions listeJ in table 2, BASELINE TEST 1, whichproduced several repeatable ice propagation patterns and rates-while operating onvarious fuel grades. Once a steady-state test point rpm was selected, carburetorheat was applied to remove any existing ice. Once visual ice was gone and throttleplate temperature was above 34° F, heat was turned off. Time was then taken untilinitiation of ice accumulation and operational characteristics of each warningdevice observed. Reference 2 should also be reviewed to note detailed operationalcharacteristics 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 warningdevices operational characteristics change associated with avgas and autogas. Asaddressed under the TEST CELL EQUIPMENT portion of this report, the test engine wasa factory rebuilt zero time 0-200A with approximately 150 hours of test celloperation accumulated by the FAA Technical Center under a separate program. It wasconcluded at the initiation of this effort that, in order to point out performancechanges due to carburetor ice or to evaluate carburetor ice detection/warningdevices operation on avgas and autogas, an engine performance comparison due tofuel utilized for testing was a first requirement. As such, instrumentation listedin 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 secondintervals during engine operation. In addition, specific test parameters were handrecorded during some test sequence operation when a special data graph was desired.

Based on previous experience, two baseline test sequences were undertaken asoutlined in table 2. Uncorrected test cell performance data taken during baselinetest 1 are presented in appendix C. This manually recorded baseline data was takenwith rich and lean mixture settings for 100LL avgas, unleaded premium autogas andunleaded regular autogas. Uncorrected test cell performance data taken duringbaseline test 2 is presented in appendix D. Baseline test 2 simulated a short one­hour flight profile and was only performed with a full rich mixture for totalduration. 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 wasconducted with three grades of fuel: 100LL avgas, unleaded premium autogas, andunleaded regular autogas. Engine performance and carburetor ice detection/warningdevice testing were all performed on these three grades of fuel. The autogas fuelwas obtained from several roadside gasoline stations in four five-gallon con­tainers. No special test fuels were obtained and no special fuel handling proce­dures instituted. It was desired to obtain performance data on autogas transportedto aircraft fuel tanks much in the same way the average pilot would do if utilizingautogas prior to a wide-spread airport delivery network.

After test cell fuel system installation was completed as addressed in the TESTCELL EQUIPMENT portion of this report and pictured in appendix E, a functional testwas performed to insure proper operation of all hardware and to measure unusablefuel remaining in left fuel system (autogas fuel tank). It was noted that when theengine 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 tankwas drained from system.

Several meetings were held with various fuel refinery personnel to discuss autogasfuel specifications. The general consensus was that in five years or so, unleadedautogas 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 testcell data were corrected back to standard day dry air conditions and presentedin appendix F.

Both horsepower and manifold pressure were corrected as outlined by Obert inreference (4) by utilizing a correction factor (Cf):

= Ps - J='vs -v:,To_Cf Po - Pv Ts

where, TsPs

PvsToPoPv

standard atmospheric temperature = 520 0 Rstandard atmospheric pressure = 29.92 in. HgAstandard water-vapor pressure in standard atmosphere zeroobserved atmospheric temperature during test = oRobserved atmospheric pressure during test = in. HgAwater-vapor pressure in atmosphere during test (obtained frompsychrometric chart using wet and dry bulb temperature duringtest)

Appendix F performance data are presented for corrected manifold pressure, torque(both measured and computed), corrected horsepower, cylinder head temperaturenumber 1 and exhaust gas temperature number 1. All data were graphed against rpmwi th both a rich and lean mixture setting for three grades of fuel. It will benoted in appendix F that individual parameter data graphs for each fuel grade arepresented first, followed by individual parameter graphs containing all three fuelsfor both a rich and lean mixture setting.

A review of appendix F data will show a slight change in engine performance databetween fuel grades for manifold pressure, cylinder head temperature number 1and exhaust gas temperature number 1. Such a slight change in data while measuredwith test cell instrumentation, would not be observed inside the cockpit of anaircraft with existing instrumentation. Horsepower and torque (measured andcomputed) both show a noticeable change in engine performance above cruise power,depending on grade of fuel being utilized. It will be noted that engine perform­ance on 100LL avgas runs less than that obtained with unleaded premium and betterthan that obtained with unleaded regular. However, discussions with the Exper­imental Aircraft Association which has over 700 flight hours in a speciallyinstrumented Cessna ISO/Continental 0-200A autogas flight test aircraft, indicatesthat in-flight performance changes were not measurable between the same three fuelgrades 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 for100LL avgas, appendix H for unleaded premium autogas and appendix I for unleadedregular autogas. These three appendix contain engine performance data obtainedfrom 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 acalibration mode during initial start of test sequence, hence the incorrecttemperature indication at start.

After completing the various performance test runs on all three grades of fuelanticipated for use when looking at carburetor icing problems, it was concludedthat performance degradation due to fuel would not be a problem with this aircraftfuel 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 fuelgrade, an analysis of the induction system was started. The first series of testruns centered around the total induction system temperature distribution at variousrpm settings and mixture control impact at cruise power. Figure 4(a), (b), (c),and (d) display the overall induction system temperature distribution for allthree grades of fuel. Test point conditions were selected as: 1000-rpm mixturerich, 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 toinduction system position. These positions are as follows:

1. Carburetor air inlet2. Throttle plate3. Carburetor fuel-air exit4. Cylinder #3 induction tube lower end5. Cylinder #3 induction tube upper end6. Cylinder #3 intake valve port area

It should be noted that fuel tank temperature for avgas and premium were the samewhile regular autogas was 12° F higher. This was the result of test runs beingperformed on different ambient temperature days and not by intent.

As can be seen, the coldest temperature at 1000 rpm occurred at the carburetorexit (position number 3) while at all other rpm conditions the coldest locationoccurred at the throttle plate (position number 2). Of particular interest is thatwith fuel and air temperatures at 60° F and above, the throttle plate will stillreach freezing conditions.

After reviewing figure 4(a), (b), (c), and (d), it was decided that the mostprobable location for carburetor ice to form was the throttle plate. This was alsoconcluded during work effort on reference 2.

Another area of interest related to temperature distribution inside the intakevalve port area. In order to obtain data associated with this engine area, thermo­couples were inserted into the intake port chamber on cylinders numbers 3 and 4.These two cylinders were selected due to easy access and configuration. Cylindernumber 3 intake port which was located at the front of the engine was approximatelysix inches from cylinder number 1 exhaust port. Cylinder number 4 intake port wasalso located at the front of the engine, however, it was less than one-half inchfrom cylinder number 2 exhaust port. With this configuration, it was of interestobtaining data relative to temperature impact cylinder number 2 might impose oncylinder number 4.

16

INDUCTION SYSTEM TEMPERATURE DISTRIBUTION

IDN 2300 IlPII MlllTURE RICH

I IFUEL TAN. 72() F

F

FUEL TAN. 60°F

----- -

4 5 8ITIDN

2750 RPII f,lIITURE RICH

• 72°F

• 600 F

------

----'----' -~::::=

.,.-~,.-

5 6

iliON

(d)

3 4

INOUCTION SfSTEY POS

(b)

3

INDUCTlDN S'STEM POS

, UNLEADED REGULAR AUTDGAS:

o l00LL AVGAS: FUEL TAN' 60·

o UNLEADED PAQUUM AUTOOAS:

INDUCTlDN S'STEIA TEllPERATURE DISTRIBUT

I I

INDUCTllrS'STEM TEMPERrURE DISTRIBUTlr

, UNLEADED REGULAR AUTDGAS: FUEL TAN

o l00LL AVGAS: FUEL TM,. 60· F

o UNLEADED PRELIIUM AUTDGAS: FUEL TAN

120

100·

80

!E~

~l!I

40

20

17

I3 4

I~DUCTIOH SYSTElI POSITION

(c)

FIGURE 4.

, UNLEADED REGULAR AUTDGAS: FUEL TAl"

o l00LL AVGAS: FUEL TAN' 60° F

-;1,---- 0 UNlEADED PREl.lIUY. AUTDGAS: FUEL TAN. 60·

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:---'

100

80-i

60-

40

20

120120

INDUCTIOfJ STsm, TEIJPERATURE DISTRIBUTlDN 1000 ....' rJIUURE RICH

I I I, UNLEADED REGULAR AUTOGAS: FUEL TANK nOF100

100

0 lDOLL AVGAS: FUEL TAN' 60° F

0 UNLEADED PREMlm: AUTDGAS: FUEL TAN'

80 !E80

!Ei

~ ~c

6060

4040

2020

3 4IfJDUCTlDfl S'STElJ POSITION

(a)

Figure 5 represents temperature data distribution for both cylinders number 3 andnumber 4 up through 2750 rpm. While figure 5 was plotted for 10011 avgas only, thesame type of temperature limits and distribution were obtained for all grades offuel tested.

r"~, INTAKE VALVE PORT TEMPERATURE VS Rl'M MIXTURE RICH

I I I~ 0 CYLINDER 14 INTAKE VALVE PORT TEMPERATUItE

... _f----

~~ I CYLINDER 13 IMAKE VALVE POIIT TEMPERATURE

l\ 0 CARBURETOR ROAT BOOl FUB. TEI.YPERATUItE

,\,- I

'x I'~'\ 'l<>

~ .~ -&--a,

~ ~ ~~

FUB.: lDOLL AVGAS

I25

150

125

~100

~

~@c

75

50

1000 1250 1500 1750 2000 2250

REVOLUTIONS PER MINUTE

2500 2750

FIGURE 5. INTAKE VALVE PORT TEMPERATURE VERSUS RPM (MIXTURE RICH)

When reviewing carburetor ice detection/warning devices such as listed in appendixB, it will be noted that some devices are throttle plate mounted while others mountin the wall of the carburetor venturi. Experience gained during reference 2indicated a temperature differential existed between throttle plate and that whichwas seen by wall mounted device sensors. With this in mind, a series of test runswere made looking at possible temperature differentials.

Wall mounted sensors utilize an existing 1/4-inch hole placed in the carburetorventuri 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 temperaturedifferentials. This alternate location required the drilling and tapping of a 1/4­inch hole in the carburetor venturi, approximately 40 degrees displaced fromoriginal location. Refer to appendix E test cell installation photographs.

Figure 6(a), (b), (c), (d), (e), and (f) represent test data obtained with allthree grades of fuel. 1~0 test runs were made on each fuel; one with a carburetortemperature probe in the normal wall position and the other test run with a temper­a ture probe in the alternate position. Carburetor inlet air temperature wasmaintained at 59° F throughout this test series so as to maintain a constantreference point. A review of all six data graphs will show what temperaturedifferential can exist between wall mounted detector sensor and the actual throttleplate temperature. It can be seen that as engine rpm increased, the differentialdecreased, however, with the particular test installation utilized, at no time didthe wall mounted sensor agree with throttle plate temperature.

After reviewing test cell data utilized for figure 6 an additional series of testruns were accomplished with all three grades of fuel looking specifically atthrot tIe plate temperature. These subsequent test runs were performed with bothrich and lean mixture on each fuel with ambient test cell air being inducted intothe 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

20

80

__ THROmE I'I.ATE PERCENT 11IAYB.

CAIllURETOR TElll'EllATURE DATA YS _ .lnuRE RICH

--. ....

""""'"

- - I

t:::M"" ~ ....w. /."X

,..~'w~

~ Vr--~ --.... ......

--...---~

...NOTE: CARBURETOR AIR INLET HELD AT 59° f1---fUEL: l00LL AYGAS

0 I I

20

80

so

1000 1500 2000

REVOLUTION PER MINUTE

Z500 3000

(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

o3000

IZ5002000

REVOLUTIONS PER MINUTE

_...---1500

---1000

NOTE: CARBURETOR AIR INLET HELD AT 59° f

""---,r--r-.,..-r-+---,r--,.....,....,..:f.:U:;;B.: l00LL AYGAS

(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

25002000REVOLUTIONS P81I1INUTE

NOTE: CARBURETOR AIR IM.ET HaD AT 59· F

FUEL: UM.EADED PRBIIUII AUTOGAS

-+-----+----Jl:::.:..:-4-......,,...L=--~---_4__2O

-+-"""'":;;::::;---i--~a:------1f------l---+----+-4O

80

g

j 40

l!I

20

----0

1000 1800

(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 TRAVEL80-r-------------.....:.---------~ 80

CARBURETOR TEIlPEllATURE DATA VS _MIITURE RICH

60

i!!

40 e:-m>c\!:

20

/

//--- NOrE: CARBUREJOR AIR INLET HELD AT 59· F

FUEL: UNLEADED PREMIUM AUTOGAS----

,/

2O-f---..:.>.--I----.:>.,,'--+o---=/----f------+-

4°T---I--~!Rj~::;::::e=~tH;ti;=_-t

300025002000

REVOLUTIONS PER MINUTE

1500

o-t...,.."""T"""T-r-+.....,......,........--r-+.....,-,......,--,rlt--,..........--r-.---~1000

(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 TRAVa8O.,.------r------r-----.,.------r-1IO

/ ...... ",... .....- 1\I0TE: CARBURETOR AIR II\ILET HaD AT 59· F

FUa: UI\ILEADED REGULAR AUTOGAS---

2O-t-----+---'---~::r" ......--_+------+-20

-fo...,_.,r-T"""'-r-+""T"..,.--r_.,r--t--or--r-"'T'"~_+.....,_.,........__"T"""_+_O1000 1600 2000

REVOLUTIOI\IS PEIlIIII\IUTE

2&00

(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 iI 40 ~40

IIIQ >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-_~-o1000 1&00 2000

REVOlUTIONS Pal MINUTE

2&00 3000

(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 andlean mixture, for 100LL avgas. Figure 7(c) and (d) display the throttle platetemperature for premium autogas. It can be seen that autogas will cause a slightlylower temperature than avgas. Figure 7(e) and (f) display the same type of datafor regular autogas. Even with an elevated fuel and inlet air temperature, thethrottle plate reaches freezing temperatures. This appears to be the result ofhigher volatility autogas which had a Reid Vapor Pressure of 9.8 to 11.6 as com­pared to the avgas maximum limit of 7.0.

An even better display of fuel effects on throttle plate temperature can be seen infigure 8. This figure provides throttle plate temperature for all three grades offuel while maintaining constant carburetor air inlet temperature of 59° F. Carbu­retor float bowl temperature is also provided and all three fuels remained +2° Fof the plotted temperature line.

With the effects of various fuel volatility ranges displayed in the data heretoforepresented, a final series of test runs was performed relative to time for carbure­tor ice initiation. In this series of tests, a particular test point rpm wasselected, 1600-2400 for premium/100LL and 1400-2400 for regular/100LL. After astabilized rpm was obtained, carburetor heat was applied to bring throttle plateabove freezing to a starting reference temperature, remove any possible hidden iceaccumulations, and dry out water content on carburetor surfaces. When all condi­tions were stable, carburetor heat was removed and time taken until visible iceformation accumulated. This test pattern was repeated at each test point withpremium autogas/100LL avgas and again with regular autogas/100LL avgas.

A procedure such as outlined above allowed each autogas grade of fuel to bechecked against avgas after a short fuel burn time was allowed to purge oppositefuel out of fuel line and carburetor float bowl. The installation of electricoperated solenoid fuel valves in each fuel tank line, as described in TEST CELLEQUIPMENT portion of report and appendix E, provided easy test operation inthese tests.

Figure 9(a) and (b) provide results of these test runs. With the exception ofpremium autogas at 1600 rpm', figure 9(a), the carburetor tends to start icingseveral minutes sooner with autogas than with 100LL avgas. It should be pointedout that during these icing tests, total carburetor ice accumulation and rate withautogas was no worse than with avgas. Carburetor icing rate is such a variable onany of the three grades of fuel tested, based on rpm and climatic conditions, thatnone appear any worse than the others.

As listed in table 1, idle jet pressure was monitored during icing testing. It wasnoted during reference 2 testing that carburetor idle jet pressure was useful inmonitoring carburetor performance/sensitivity during ice accumulation and propaga­tion. Figure 10 is an idle jet pressure plot versus rpm with pressure beingplotted in inches of mercury vacuum. Figure 10 data were taken from the SUT of oneof the ice warning devices test cycle, wherein slight idle jet pressure fluc­tuations which are evident at 900 and 1300 rpm are attributed to typical enginewarm-up characteristics. Pressure fluctuations at 1800 rpm were typical duringmagneto operational check. This particular test cycle was run with a standardflight propeller and as such, maximum static rpm was 2300 as noted by upper limitof data plot.

22

50 4----+-----j-- 0 CARBURETOR AIR INLET Af.IlIENT TEMPERATURE _

o CARBURETOR FLOAT BOWL FUEL TEMPERATURE

X THROTILE PLATE TEMPERATURE

8O--.-----r--------,--,,-c--__-==~:_::____;'--__,\ THROTTLr PlATE mAPERATURE YS RPf~ MIITURE RICH

70 --+----+-------j~---+---+_--__+---+--_I

276025001500 1710 2000 2250

REVOLUTIONS PER MINUTE1260

THROITLE PLATE TEMPERATURE YS RPM MIITURE LEAN

0 CARBURETOR AIR INtEl AIIBIENT ro.lPERATURE

0 CAIl8URETOR FLOAT BOWL FUEL TEII'ERATURE -

I THROTTLE PLATE TEMPERATURE

lOO\.l AYGAS

~ ""'--..........

1000

30

40

70

10

80

2750

-

1500 1750 >000 2250

REVOLUTIONS PER ~\INUTE

./

12501000

40 V

(a) (b)

THROTTLE PlATE TE',PERATURE Y5 RPI.\ MIXTURE RiCH

~ ...,.q~

0 CARBURETOR AIR Ir;lET ArAB IErJT TEr.1PERATURE

0 CARBURETOR FtOAT BOnl FUEl TEr"PERATURE

~,

I THROTTLE PlATE TEJlPERATURE

~~IPREMIUM AUTOGAS

I -~I I215025001500 1750 2000 2250

REVOLUTIONS PER ',:UNUTE

THROITLE PlATE TEl:PERA TURE Y5 RPr~ MIITURE LEAN

1250

--, -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

-A. ~ - ~·~r&

-.,..- ,

><--~ ~~~

~ ....,20

1000

BO

60

-ill!llc

40

2750>5001500 1750 2000 2250REvOLUfloriS PER MINUTE

12501000

20

B.

60

~

Ic

40

(c) (d)

THROTTLE PlATE TEMPBATURE vs RPM MIXTURE l£AN

2750250015(){1 1750 2000 2250

REVOLUTlOI\'S PBI MI~U'E

1250

, --e-- -&--&--< --G-~~, --&-- I-a ...~-..- -<> . "------..

I 0 CARBURETOR AIR INLET Ar.'BIE~T TEr.1PERATURE

0 CARBURETOR FLOAT BOWL FUEL TEr\.lPERATURE

X THROTTLE PlATE TU1PERATURE

~- Iur~l£ADED REGULAR AUTOGAS

X ~ I I-x-

~ I

'"I

~ '--x----X.",

I , , , I I I ,(----K,,'*'

1000

80

70

'=-60

ill

* 50

40

30

>75026001500 1150 2000 2250

REVOLUTIONS PER MINUTE

1250

-~-THROTTLE PlATE TfPERATURE rs RPM MIXTURE RICH

"" "'"-I1 l 1"

o CARBURETOR AIR INLET ArMlIENT TEMPERATURE

0 CARBURETOR FLOAT BOWL FUEL TEMPEJIATURE

X THROTTLE PlATE TEMPERATURE

X. UNlEADED REGULAR AUIOGA5

./' -" ~

I "'\

1I~ I..........,

I

40

30

1000

80

so

70

60

(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 ~

I CARBURETOR FLOAT ROm. FUEL TErAPERA TURE

t;. THROTTLE PLATE THIPERATURE WITH l00LL AVGAS

3000'000 '500REVOLUTIONS PER MINUTE

1500

o THROTTLE PLATE TE&IPERATURE WITH UNLEADED PREMIUf.1 AUTOGAS

o THROTTLE PlATE TE\'IPERATURE WITH UNLEADED REGULAR AUTOGAS

60

50

-i

40

30

,0

'000

FIGURE 8. THROTTLE PLATE TEMPERATURE VERSUS RPM (THREE GRADES OF FUEL)

'2TlIAE (MINUTES) FROM 59' F FOR ICE fORI.lATlO_N_V.S~RPl_I --,

25-r-----------------------:~mAE (UINUTES) FROIJ 59' f fOR ICE fORMATION VS RPM

I UNLEAOEO PREMlurA AUTOGAS /

240022001IlOO 2006

REVOLUTIONS PER rJINUTE

1600

54-----.--I1---r--+--,....-+-....,.---+--.--­1400

'0 --*~---.J_---_l_-+_--l__---+:>."..--_1

I UNLEADEO REGULAR AUTOGAS

'5 -+------.::,.,c----+-~-- 0 ,OOLL AVGAS

2O-l-----+-----+----¥=-----+---......,

24002200

/

2000

REVOLU"or~S PER r~IrJUTE

'800,&00

'0

(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 icingtest cycle initiated in figure 10. Large pressure fluctuations were typical duringcarburetor icing and were detected prior to engine performance change. During somelarge pressure fluctuations, an idle jet vent was opened to check on possiblealteration of engine performance characteristics. Whenever venting was initiated,idle jet pressure would return to near ambient and rpm would increase by 200-300rpm. Exhaust emission analyzing equipment would better identify changes in engineperformance characteristics due to such a venting operation. However, such equip­ment was not available during testing.

During the aforementioned carburetor icing tests, photographs were taken to provideadditional information associated with carburetor ice. Appendix J containscarburetor ice photographs taken during actual engine operation by use of a 35mmcamera adapted to one of the fiberoptic borescopes.

CONCLUSIONS

GENERAL OBSERVATIONS.

The following conclusions relate to engine operation under carburetor icing con­ditions accomplished at sea level conditions only. Engine operation was conductedwith a standard flight propeller which gave a static rpm at full throttle of2300 and a cutoff flight propeller which allowed 2800 rpm at full throttle. Itshould also be remembered that carburetor ice detectors/warning devices, are STCapproved on a non-hazard basis as optional equipment only and flight operationsare not to be predicated on their use. Standard cockpit instrumentation willprovide adequate information relative to carburetor ice when properly monitored.

1. The static test cell engine installation, without actual aircraft cowlingand dynamic flight conditions, allowed an engine heat transfer different from thatimposed in-flight. The test cell installation did not allow the lower engine areato dissipate heat as rapidly as in-flight, and hence, represents a conservativecondition relative to icing.

2. During test cell engine operation, cooling air across the cylinders was held atfour inches of water which is higher than that used in actual aircraft. Thiswould help dissipate engine cylinder head heat at a greater rate.

3. A better understanding of carbureter ice accumulation effects on fuel-air ratiocould have been obtained with the use of exhaust emission analyzer equipment.

4. The initial impact on carburetor performance as ice accumulation commenced wasa fluctuation of idle jet pressure below normal value. Such fluctuation wouldappear long before engine performance change commenced. Idle jet pressure becamean accurate instrument for early detection of carburetor ice formation and workedequally well, regardless of fuel grade utilized.

5. Carburetor ice accumlation rate varies with rpm and ambient atmospheric condi­tions At times, ice accumulation was noted within 30 seconds at low rpm. Theseconditions were true for all grades of fuel tested.

25

O__----.,.-----y-----,-----,.-----r----,.---,---,DATA RECORDED AND PROCESSEDBY THE FAA TECHNICAL CENTER

-2 -4--~'----~~...Jfr+---+----+----t----ft----t

":r~

::e -4::l::lU<t>

-6

500 750 1000 1250 1500 1750 2000 2250 2500

FIGURE 10. IDLE JET PRESSURE VERSUS RPM (NO ICE)

0_------....-----..,....-----_-----,.__-----.,DATA RECORDED AND PR:JCESSEOBY THE: FAA T£CHNICAl CENTER

-2 -+---·-4'"'-:::--~=-.....~~!'ot_-_+----_+-_Jl--_1

-4

":r~

-6:0;::l::lU<t>

-8

-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 carburetorice was with an inlet carburetor air temperature of 40° to 65° F. Autogas wouldfavor the upper temperature while avgas favored the lower limit. Testing was notaccomplished to attempt to place exact limits to any grade of fuel.

7. During all icing testing, throttle plate and carburetor wall right next tothrottle plate were the only locations of ice accumulation.

8. Based on video observations of actual carburetor ice accumulation, the bestlocation for a carburetor ice detector/warning device would be on the throttleplate. Data graphs contained within this report support this fact.

9. Existing throttle plate mounted sensors do not cover the entire throttle platearea. Therefore, ice would build in small amounts on the throttle plate prior toreaching indicator sensor. The amount of ice accumulation was minimal and as notedwithin this report, the location for ice initiation does change with rpm andclimatic conditions.

10. Although there is a temperature differential, wall mounted ice detector/warning devices are useful instruments when used properly as optional equipment fordetecting or warning about possible carburetor ice formation.

RELATED FACTS.

1. Surprisingly, little moisture needs to be present in ambient air to initiatecarburetor ice/frost formation. This is especially true with autogas.

2. All tested carburetor ice detector/warning devices worked equally well on allgrades of fuel tested.

3. Small amounts of ice formation on the manifold side of the throttle plate nextto 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 threegrades of fuel.

5. Autogas with and without anti-icing additives were tested with no appreciabledifference in carburetor icing tendency.

6. Engine performance operation on unleaded premium autogas was slightly betterthan that achieved on 100LL avgas while unleaded regular autogas provided slightlyless performance than 100LL.

7. Cylinder head temperature and exhaust gas temperature as illustrated in appen­dix F will be just as adequate in removing carburetor ice with autogas as withavgas.

8. Current aircraft certification requirements dictate aircraft must provide aminimum 90° F temperature rise to the induction system air. This will be adequatewith autogas grade fuel, even at -15° C (5° F) as indicated on some carburetor icewarning devices.

27

9. Existing standard cockpit instrumentation is adequate to detect carburetor iceformation with autogas or avgas. Aircraft/engine performance change will providewarning indications with sufficient time to correct deteriorating conditions priorto engine stoppage.

I 10. Pilot education during student training phase and biennial flight review needsto stress carburetor icing problems, detection indications, and proper correctiveprocedures as specified by aircraft manufacturer in the approved aircraft flightmanuals, especially in aircraft certified by STC for autogas usage.

11. Engine performance changes/data presented within this report relates to thesea-level-static engine installation illustrated in appendix E.

12. Existing carburetors utilize a metal throttle plate which is easily influencedby incoming air. Today's state-of-the-art advancement in composite materials mayaffect 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 abovewithout 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 Carbu­re tor Ice Detee tor /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, July1979.

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, paperpresented 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 theInduction System of a Large Twin-Engine Cargo Aircraft, NASA-TN-1427, September1947.

Coles, W. D., Investigation of Icing Characteristics of Typical Light AirplaneEngine Induction Systems, NASA-TN-1790, February 1949.

Coles, W. D., Rollin, V. G., and Mulholland, D. R., Icing Protection Requirementfor Reciprocating Engine Induction Systems, NACA-TN-1993; also cited as NACA-TR­982, 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 theLaboratory 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 inthe 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 inthe 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-3Carburetor Mounted on a Pratt and Whitney R-1830-C4 Intermediate Rear EngineSection, NACA-WR-E-12, October 1944.

Gardner, L., and Moon, G., Aircraft Carburetor Icing Studies, National ResearchCouncil of Canada DME-LR-536, July 1970.

Gardner, L., Moon, G., and Whyte, R. B., Aircraft Carburetor Icing Studies, SAEPaper No. 710371, March 1971.

A-I

U. von Glahn and Renner, C. E., Development of a Protected Air Scoop for theReduction 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, NACA­TN-3130, June 1954.

Newman, R. L., "Carburetor Ice: A Recurring Problem," National Assocation ofFlight 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 inGeneral Aviation Accidents, Manner System Sciences, NASA-CR-143835, March 1975.

Phillips, E. H., "Automotive Gasoline: Can it Substitute for Aviation Fuel?" AeroMagazine, December 1978.

Puccinelli, A. R., "The Venturi Could be Your Personal 'Ice Factory'" Aero Maga­zine, 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 andEngines," J. Aeronautical Sciences, 8, 1941, 437-464.

Sparrow, S. W., Airplane Crashes: Engine Trouble - A Possible Explanation, NACA­TN-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 Systemsby Using Automatic Controls to Operate the Carburetor Air Heater, Thesis: TexasA&M University, August 1955.

Use of Carburetor Heat Control, Lycoming SI-1148A, December 1967, Key Reprints fromthe 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, AFR81-1, 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 RoadBirmingham, Alabama 35206(telephone 205-833-7968)

This device is a carburetor modification to the throttle plate and accompanied witha cockpit indicator to provide warning of ice accumulation.

b. Boldnor ElectronicsBoldnor FarmNr. Yarmouth, I.O.W. England(telephone 098-376-0268)

This device is a thin metal plate positioned between carburetor and induction mani­fold and accompanied with a cockpit indicator to provide warning of ice accum­ulation.

c. DataproductsNew 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 platemounted ice detector accompanied with a cockpit indicator to provide warning ofice accumulation.

d. A.R.P. Industries, Inc.36 Bay Drive EastHuntington Long Island, New York 11743(telephone 516-427-1585)

This device is a small light radiation source with a light sensor attached, allof which mounts in an existing 1/4-inch hole located in the carburetor venturiarea. The light sensor connects via electric circuit to a cockpit mounted warninglight, sensistivity control and optional warning horn.

e. Richter Aero Eqipment, Inc.lS194G Ridge RoadEssex, New York 12936(telephone 518-963-7080)

This device is a small wire sensing coil of known resistance characteristics whichchange with temperature. The sensing coil mounts in an existing 1/4-inch holellocated in carburetor venturi area. Attached to the coil via electric circuit isla cockpit mounted air temperature gage with color warning area and placard.

B 1

APPENDIX C

BASELINE TEST 1 SEQUENCE MANUAL DATA

DATE fr-h/82RUN I ~A TEST # LI---'--

FUEL 1.00LL

DRY TEMP 5 q ° F WET TEMP

CAnURETOR ICE TEST DATA

DATA PAGE !1 _1=--_

BAROMETER - In. Hg A .,:;';,;,..«\;,;,..'8=-8~__ PUMP OCTANE _

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 15Time 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 'I SA '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"! I I I q~ 8" 7'7 6>3 sa S6 56 55 S"I

Valve Port #3 "'" I 'Cl\ " lot 101 ql. 87 70 ,"I 5' 52 'It> ..~ "1 ..... ... ""Upper Tube #3 '73 72. ., I.S '0 5'8 ... "1 "17 "'6 ...~ '4'2 ,,2- 'II '\1 lofJLower Tube #3 "'5 If! '13 'il ..0 'to 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;% :.vy y r y y !y~~I~IYy ;Y~~Fuel Tank AuTO'GA 5

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 6.3Mixture (R. or L.) R R R R R R ~ P. R R R R R R R

Remarks:

C-l

FUEL 100 LL

DRY TEMP ~F_:

DATE "hI82.RUN # lA TEST I

CAR~URETOR ICE TEST DATA

4 DATA PAGE f/ ----'2.=-_

BAROMETER - In. HgA l.Q.88 PUMP OCTANE -----WET TEMP 5" 0 F__ RELATIVE HUMIDITY ....:8::....4-'--__'1:

Test Point lEI 17 18 1.1:1Time lit :SCJ 15:03 15:07 IS:I'l.

RPM 2.500 2.600 2.700 2."7SO

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 3SCarburetor 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 rbu re tnT lin",' "0 &0 60 60

Sediment Bowl ,"0 '0 60 60

~~% Y ~Y ~V 1/ / / / / / / / / ~Fuel Tank AvTOGAS

Test Cell S, 5' '0 60

Water: ON/OFF OF"F' OFF OFF oFF

Ice: YES/NO NO ..a0 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 'i 0'1 'fl.7 'tlo"l $12 SU S'" s,o ..", 115 1't'f 773 80' 81q 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.,\ '1' , 51'3 502 53"1 SI7 Io°S "'7 .3,,\ ..S~ .. " 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 4SUpper Tube /13 78 76 1'" "8 "14 bl .58 Sl. SO Ii' ~1 'iii ~" '41 "litLower 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

Tank~~% ~Y Y Y ~Y Y Y ~ y y y y ~~Fuel Avf"G-AJ

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

DATEI:.JsIBZ.RU~ I 1.e TEST I --,Y,--_FUEL 1.00 Ll

DRY TEMP ~F_ WET TEMP

CAR~URETOR ICE TEST DATA

DATA PAGE I ~,~__

BAROMETER - In. HgA 1.9. C\ 1 PUMP OCTANE _

5 It:. 0 F__ RELATIVE HUMIDITY _"=.....!C\__'7.:

T~st Point 1.1:. 1"7 1.8 111Time 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 "" 'isUpper 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.,

~~% Y Y y Y V /'/'/'V / / / / / ~Fuel Tank AuT"OG-AS

Test Cell SCI S"'I 5' S,Water: ON/OFF OFF OFF OFF of'F

Ice: YES/NO NO NO NO NO

l"ue 1 "low S.... S., 6.7 7.1

Mixture (R. or L.) L L L L

Remarks:

C-4

RUN I 1C.

FUEL UNI..EAb£O

DRY TEMP S qO F

TES T f1 _!.jJ.-_

PRt""'UM

WET TEMP

CAR~URETOR ICE TEST DATA

DATA PAGE f1 1 DATE ,hlezBAROMETER - In. HgA ,q.88 PUMP OCTANE _q..:..=l~ _

SboF RELATIVE HUMIDITY ....::8::...4........__t:

Test Point '- '2. 3 'i 5 b 7 8 q 10 11- 1.1. 13 1~ 1STime 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"fRPM 1000 1\00 1'2.00 130 0 11.(00 ISOO ",00 1700 1800 IqoO '2.000 2,100 1.1.00 '2.100 2.'tooMani 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 ""7 H3 2.80 '2.87 z."lt 'l.'"7t 'I.'~ 2.91. 'I. "I" 11ft U8

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> 55Valve Port #3 101 '0' 'IS 87 81 B3 ", {'8 10'\ 5'\ 5 .. 'f"l '47 .. 7 'i'Upper Tube /13 ,... "fS "1'2. "CD I.'Z. '0 5" 5, Ii" "f7 "IS 'i'" "1"1 "1"1 '1'1Lower Tube #3 SI so "1'\ '47 'I" .." "'s '11 'no I.(~ ... , "I' '41 'II ~l

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' '" " I6O tol 61 I., ", toD Sit 51 $7 ,. se S8 58

Sediment Bowl 103 "'4 10"1 U "5 "... "'" "3 U. 'z s, 5"'t Sft 60 ,.,#NG~ ~~~~1.-4 h ~ h h ~~h ~~ ~Fuel Tank ",-uTO'GAS

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

DATA PAGE I _ ...2.__ DATE ~/81Bt

PREMIUNI BAROMETER - In. HgA 'Z.I:\. ~'2. PUMP OCTANE _q..;...1=-- _

WET TEMP 5 ,",oF RELATIVE HUMIDITY _7:....::!.3__'1:

TEST 1 _4...:..-_RUN I 1 C-

reEL UNLEAb£D

DRY TEMP 5 ~oF

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 '.2.0Horsepower 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'"" 't "'i" Io'il 1./07

#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"\

/Nfi.% I~Ihr~IA:V / / / 1/1/[71/1/1/~Fuel Tank ,AIJTOGI1S

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

RUN t ~D-=~--

F1JEL UNLEADED

DRY TEMP 5 '10 F

TEST fI _L.l-'--__

PREMIUM

WET TEMP

CAR~URETOR ICE TEST DATA

DATA PAGE /I 1. DATE b/e/82.

BAROMETER - In. HgA 'Z.'I."l'2. PUMP OCTANE _1:\'-'-1 _

5 '"1 0 F RELATIVE HUMIDITY _7~3__'t:

Test Point 1 2 3 '"i 5 6 7 8 q 10 1.1 12- 13 lY \STime '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

f!? 220 US 2.'10 l.SB t"'f 2"Jb '2."110 30 8 J " 32."1 !!O" 3'15 :\105 .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 3' 31 27 'a7 ~8 30 2.8 a7 2.& 2.7 1..7 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

Carbureto. Temp. Probe 58 58 5'8 57 51 58 51 "8 "IS '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

~~% ~ h h h ~!~~ /~h ~~h h h ~Fuel Tank AuTOc;.~ 5

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 ()'W1.0 "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

RUN # 10 TEST Ii ---:'"1__

roEL UNLEAbEO PRtpJ\IUM

DRY TEMP bOOF__ WET TEMP

CAR~URETOR ICE TEST DATA

DATA PAGE Ii ~~~__

BAROMETER - In. HgA 2Q.Q1.

SSoF RELATIVE HUMIDITY 7'3

DATE 1018182.

PUMP OCTANE _q-'-=1. _

'%.:

Test Point lb 17 18 lqTime 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~ ~ h ~~ / / / / / / /' / / / ~Fuel Tank AvTOG-AS

Test Cell 5E> 5& 56 5.Water: ON/OFF oFF OFF OFF OFF

Ice: YES/NO NO NO NO NO

Fuel 'P'lovS.~ •.0 Ito." b.'

Mixture (R. or L.) L L L L-Remarks:

C-8

DATE 10/2.5/82.

PUMP OCTANE 87-'-------

RUN g :3 A TeST g --=S'--_

FUEL U NLEADEb REG-ULAR

DRY TEMP 77°F WET TEMP

CAR~URETOR ICE TEST DATA

DATA PAGE g __=1__

BAROMSTER - In. HgA 30.0b

~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 1STime ':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"7EGT 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 1.1Lower 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 'IICarbure 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.

~~~ A:~h h ~~ h h ~~ h ~ h ~~Fuel Tank Auf;;;lGAS

_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/NONO 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 ".0Mixture (R. or L.) R R R R R ~ R R R R R R R R R

Remarks:

C-9

CAR~URETOR ICE T~ST DATA

DATE ("J~S/B2.

PUMP OCTANE --.:8~7~ _

DATA PAGE # ~,~_

R£GoULAR BAROMETER - In. HgA 30.0b

WET TEMP " '3 °F RELATIVE HUM ID ITY _4~S,----__1.:

TEST # -=5__RUN # 3 A

FUEL UN\.£ADU)

DRY TEMP 77°F

T~st Point J.'- 17 18 1etTime 10'.'1" 10:"'" 10:52 10:5"

RPM I~'too '1.6>00 '2TDD nsoManif('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% ~ h h h / /" / ./././.// V ./~Fuel Tank ",u TO CP,4$

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 R R R

Remarks:

C-IO

CAR~URETOR ICE TEST DATA

DATA PAGE 41 --=1=-_ DATE "/'2.5/82.

BAROMETER - In. HgA.::3"'0:....:....:.O--='"'----__ PUMP OCTANE ~8~7~ _

'" '30

F RELATlVE HUMID ITY _4'-'5=---__'.:

TEST 1 -...:s=---_mEL UNLE"bfib IU(O.UI.IloI~

DRY TEMP~__: \lET TEMP

RUN I 3 B

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 I2..~ 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

EGT #1 3ot., "12.5 "153 51S 53"! S,,'" 5&' 601 &2.5 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 63Valve 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 /13 70 70 "8 1.7 ,,& 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;% h h ~~~~~h ~h ~h ~A ~Fuel Tank AU TO vA5

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

DATA PAGE I- _-='=--_ DATE 1./2.5/82.

REG-ULAR BAROMSTER - In. HgA '30.0b PUMP OCTANE --=8=--7'--- _

Wi':T TEMP ,,~oF RSLATIVE HUMIDITY _'"'.:..:S=---__1.:

TEST I- --=5,--_RUN I- 3 B

FUEL UNLE"'DED

DRY TEMP ., 7 0 F

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

;;;GT #1 Boo 8/1 815 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 nLower 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% h h h h V 1//' /'/' / /' / V /'~Fuel Tank ALiT "GAS

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.) L L L L

Remarks:

C-12

APPENDIX D

BASELINE TEST 2 SEQUENCE MANUAL DATA

DATE ~hI82.RUN # ----:;2::.-_FUEL 1.00Ll

DRY TEMP 770 F

CAnURETOR ICE TEST DATA

TEST # 4 DATA PAGE # -.,;,.1__

BAROMETER - In. HgA 2q.~3 PUMP OCTANE -----WET TEMP ~ J.0 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

CRT 61 "''''ct400 3GoO "t2'" 3ClO 3&' 32.' :u.& 3" 2,5&

#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

Valve Port /14 bo '6 '" set "5 "., 15 .." ,,,,0 '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 "IICarburetor 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"'''~ ~~y y ?Y y y ~,yIY / / / /" ./'Fuel Tank ...vl"Dc:r~.s

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

RARO~TER - In. HgA 2.9.Cl2

DATA PAGE f1. 1RUN ~ _i__

run UNLEADED

DRY TeMP ct OaF

TSST f} ..--:7__

PREMIUfv\

WET TEMP --=-7--,5~o_F__

DATE 7/?~/B2:

PUMP OCTANE 9 2.----

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 .1'4:?7 1-.:31 -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 '\'\ "" 8' 3b IS--~- ---

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

f!'l 3'\ 8 3&6 382. 'ill :5 7'1 316 "352- 3~ 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 "2Carburetor 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<f 57 5'1 5'1 f>/ 5'1 Blf 86

Carburetor Rowl 87 S8 8'\ 88 89 qO "10 ~o qO 8'1

Sediment Bowl q 1 '\~ 'I'" en '\Ii qS '\1 % H 91~~% ~fAIh A-;'-~~~~~~ / V j//"~Fuel Tank AliTOGAS

Test Cell q, ql 93 '3 '2 q3 q2. 93 '\'i 1:13

Water: ON/OFF oF~ OFF OFF OfF OFF OFF OFF OFF OFF OFF

Ice: YES/NO~I) NO NO NO ~I) 1040 NO NO .... 0 NO

"uel "low 7.7 5.S S.S 7.7 5.8 'S.8 3." s.... .. I> 0.8

Mixture (R. or L.) R R R R R R R R R RRemarks:

D-2

RUN II 1. TEST (J 5--:::;.....-

FUEL UNl.EAbED REG-ULAR

DRY TEm' .-B.1:.0 F WET TEMP

CAR~URETOR ICE TEST DATA

DATA PAGE (J 1 DATE f,/lb/8'L:

BAROMETER - In. HgA ,Q.77 PUMP OCTANE 87--'-----73

0F RELATIVE HUMIDI TY _6----=-3__1:

Test Point 1. 2. 3 ~ 5 ~ 7 8 ct 10Time 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 '°3Lower Tube 113 "2 63 ,"3 63 63 "3 """ 63 70 77Carburetor Adaptor Upper SI ... 7 ... 7 .51 "18 -'8 'il "'18 "i8 58Carburetor 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&~~~ ~ /II' /II /II'I~ /BZ A ~h 'A / V .-/ .-/~Fuel Tank AvTO':;',AS

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>:II

'"

APPENDIX F

CORRECTED TEST CELL ENGINE PERFORMANCE DATA

100LL AVIATION GRADE FUEL

CORRECTED DATA: RUN #1 TEST #4

MIXTIJRE RICHof 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

Z8

Z6

Z.

ZZ

zo

18

16

14

12

CORRECTED MANIFOLD PRESSURE VS RPM RUN #11 TEST #4

100u AVIATION GRADE FUEl MllTURE RICH

160COMPUTED TORQUE VS RPM RUN ., TEST '4

lDOLL AVIATION GRADE FUEL MIXTURE RICH1Il0

lZ0

100

40

zo

,-, ,-,~~;;-""'"';I~20:;;0;-";'14~00;;;--I;:60~0;--:1~800:::--::ZOOO=~Z~ZOO~-:Z400':':':--2800""-2"'800

REVOLUlIONS PBI MINUTE

0L---'_....,.....,............,.,--:""':-:-~~~::-~--:~---=1000 lZ00 1400 1600 1800 2000 Z200 2400 2800 ZsoO

REVOLUTIONS PER MINUTE

90CORRECTED HORSEPOWER VS IIPII RUN '1 TEST ..

80 l00LL AVIATION GllAOE FUEL MIXTURE RICH

70

60

••30

'-J

20

10

1200 1400 1600 1800 2000 2200 2400 2600 2800

REVOLUTIONS PER '.!lNUTE

400

380

CYLINDER HEAD TEMPERA lURE #1 VS RPM RU~ #1 TEST '4,OOll AVIATION GRADE FUEL MIXTURE RICH

800EXHAUST GAS TEMPERA lURE #1 VS RPM RUN #1 TEST ..

looLL AVIATION GRADE FUB. MIXTURE RiCH750

'-5

~0l;:00:--:'~20::0:-:'14:'::00:--:1:-:'~00:--:':':800::--::20~00:--:2:-:200~-:2-';400::--2600"""-2"800REVOLUTIONS PER MINUTE

400

700

'50

~ 600

I 550

'"0

450

Z400 2600 28001600 '800 2000 2200

REVOLUTIONS PER MINUTE

360

340

f:320

; 300~0

ZllO

Z60

ZOO

ZZO

2001000 'ZOO 1400

F-2

100LL AVIATION GRADE FUEL

CORRECTED DATA: RUN #1 TEST 1F4

MIXTURE LEAN0 0

F FTEST 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

13

16

"21

20

18

16

14

12

CORRECTEO MANIFOLD PRESSURE vS RPM RUN 111 TEST »4

lOOll AVIATION GRADE FUEL MiXtURE LEAN

160COMPUTED TORCUE VS RPM RUN III TEST 114

'DOLL AVIATION GRADE FUEl r.mruRE LEAN140

120

100

30

60

40

',000~OD11;>20000--;'~400i01i16:'OO"';;:30MO;-;;1000;;-:;;11~00;;--;1:1:4oo~""""'2600~-2~300REVOlUTIONS PER MINUTE

F-6

90

80

70

60

50

40

30

20

10

20 ':-:---::~--:-:'::---:-:~---:~-~-""'-""'-~-'"1000 1200 1400 1600 1800 2000 2200 2400 2600 2800

REVOLUTIONS PER MINUTEF-7

CORRECTED HORSEPOWER VS RPM RUN III TEST ~4

lDOLL AVIATION GRADE FUEL WXTURE LEAN

f -8

IOOOO~-;';;200;-~1400=-'::6::00:--:'~300::--~2000~-2"2oo"""-246oo--2-6"00--2"'300REVOLUTIONS PER MINUTE

!o

420

400

330

360

340

320

300

130

260

140

220

C'UNDER HEAD TEPIf'ERAJURE 111 VS RPM RUN #1 TEST #4lOOU AVIATION GRADE FUEL MIXTURE LEAN

350

300

750

700

650

600

550

500

450

400

EXHAUST GAS lEW'ERATURE 111 Y5 RPM RUN lil TEST »4l00Ll AVIATION GRADE FUEl MIXTURE LEAN

F-9 F-10

200 L-_.L.-_......_ ......_.-._-"--~_ .....- .......- ..... 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800

REVOLUTIONS P9I MINUTE

F-4

3~OOO~~1~200M---;-'4:;OO"-~I;-;60~0;--:':;300;;;--:::2o=00:;--:2~20::o:--::27.400~-2-60"0'--2"'"",REVOLUTIONS PEIl MINUTE

UNLEADED PREMIUM AUTOMOTIVE FUEL

CORRECTED DATA: RUN #1 TEST 1/4

MIXTURE RICH 0 0F 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

26

Z4

~ 22I

!:

~ 20::If 18

~Z 16~

CORRECTED MANIFOlD PRESSURE VS RPII RUN 1" TEST 114

UNlEADED PRfllllUII MllTURE RICH

180

160

140

120

60

COMPUTED TORQUE VS RPM RUN 1t1 TEST #4

UNlEADED PREMIUM MllTUR! RiCH

F-12

'4

12

1~O:00:--:1~200::--:'4:':00:::--:'::6110~-:'~800::--:2000=-2:-2"00-~2~400~-2800~-""2800REVOlUlIONS PBI MINUTE

F-l1

90

80

70

60

50

10

30

20

10

40

20

OL.-_'-_'--__'---''-___'~___':_:__:_':_:_.......-_:'.1000 '200 1400 1600 1800 2000 2200 2400 2800 2800

REVOLUlIONS PBl MINUlE

CORRECTED HOlISEPO.ER VS RPM RUN 41 TEST 44

UNLEADED PRe.m." MllTURE RICH

ol';;;OOO;;;""-1~2;;:00;--;,'tlOO:::--;-:I600~-'I~800=--:2000=-~22':00"""'-2"'400--2600-'--""'2800

REVOLUTIONS PER MINUTEF-13

400

380

360

340

320;;;~

I 300

280

260

240

220

CYLINDER HEAD TEMPEHATUIlf 41 VS RPM RUN 11 TEST 44

UNLEADED PREMIUM MIITURE RiCH

850

800

/SO

700

650

-i 600

"i:l~50

SOO

450

400

EXHAUST GAS TWPERATURE 41 VS RPM RUN 11 TEST 44

UNLEADED PREMIUM '.UIIURE RiCH

F-14

2~OOOIC.-''''2-00--1'''400''--16''00-~1~8IlO:::--:20~00:::--::22~00;:-~2~400:::--:281lO~-::::28'00REVOLUlIONS PER MINUlE

F-6

3~OOOO":--1"'2"'00-"'14-':00"--'-6"00--''''80'':0-''''20:':00-:--2-2'''OO=--:2:-"40'''0--2"'60-.--"2800

REVOLUTIONS PER MINUTEF- 1S

UNLEADED PREMIUM AUTOMOTIVE FUEL

CORRECTED DATA: RUN #1 TEST 414

MIX11JRE LEAN 0 0F 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

26

2'

!£22

,~ 20:l!::>; 18

9fi' 16Z;

t.

CORRECTED MANIFOLD PRESSURE VS RPM RUN #1 TeST #4

UNlEADED PREMIUM MIXTURE IllN

160

100

120

100:;:I

~80

~ji1g

60

40

COMPUTED TOROUE VS RPM RUN #1 TEST 114

UNLEADED PREMIUM MIITURE LEAN

f-l&

12

to.~""",":~:--:-,~_::~_::,::::--::,:~~~_:-,:,:- _1000 1200 1000 1600 1800 2000 2200 2400 2600 2800

AfVOlUlIONS Pel MINUIE

20

OL-......._ ........_~_~~~"":""':--'::"'::: --o

1000 1200 1000 1600 1800 2000 2200 2400 2600 2800REVOlUlIONS PER MtNU1E

r -17

'0

80

70

60

50

40

30

20

to

CORRECTED HORSEPO\'IER VS HPP., RUN #1 TEST #4

UNLEADED PRE'.~IUPo:' MllTURE LEAfJ

F -11:1

o'-_L.-_L.---''----'_---'_~=_~~_:'.:::__=1000 1200 '400 1600 1800 2000 2200 2400 2600 2800

AfVOlUlIONS PER MINUTE

420CUINOER HEAD TEMPERATURE 1/1 VS RPM RUN 1t1 TEST 1/4

400 UNLEADED PREMIUM MIITUKE LEAN

380

360

340

320

300

280

260

240

850

800

150

700

650

-I 600

~550

500

'50

'00

EXHAUST GAS TE'.\PERATURE 111 VS RPM RUN It, TesT 114

'JNlEADED PREMIUM MIIlURE UAN

F-19

220

200 ~-J_-=----:=_-':':::-~:_::'::~::'::~_:_"::_7_1000 1200 1000 1600 1800 2000 2200 2400 2600 2800

REVOlUlIONS PER MINUTE

F-8

J~~·~-,:::2:00:--:,~400::--::,600~-,;;800~--::2000=-::22~00:-~2.~00::--:2600::';;;:--=2800REVOLUTIONS PER UINUtE

F-20

UNLEADED REGULAR AUTOMOTIVE FUEL

CORRECTED DATA: RUN 413 TEST #5

MIXTURE RICH0 0

F FTEST 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(1CORRECTED MANIFOlD PRESSURE. VS RPM RUN 113 TEST 115 COMPUTED TOROUE VS RPM RUN 113 TEST H5

26 UNLEADED REGULAR120 UNLEADED REGULAR

MlllURE RICH IIlnURE RiCH

24

<> 100

~ 22:l:

" ~ 80!I

!20

~

:g ~

8! 18~ 60

"ISi 16.. 40..

11

12

010

1000 1200 ,4(10 1600 1800 2000 2200 2400 2600 28001000 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 REGULARMIITURE RICH

60

50

30

20

10

oL.-_"- '--_'--........'--........_ ....... ......

1000 1200 1400 1600 1800 2000 2200 2400 2600 2800

REVOLUTIONS PER tliNUTEr-2,

240

UNLEAOEO REGULARMIXTURE RiCH

EXHAUST GAS TEIIPERATURE #1 VS RPM RUN 43 TEST 45

450

500

850

800

750

700

650

E

; 600

~550

UNlEAOED REGUlARIII11URE RICH

CYLINDER HEAD TE/'.'IPERATURE 1i1 VS RPM RUN 113 TEST ItS

4;tO

400

380

360

340

- 320ill~

300~

280

260

400

220

200 L_.L.---,.."".--,.."".--,~-----,:=.:-=:--=;---:=::--=1000 1200 1400 1600 1800 2000 2200 2400 2600 2800

REVOLUnOt$ PER ~}'HJUIE

350L---:=---:~---:~---:=-=:--=:-7.':.:-~=---~1000 1200 1400 1600 1800 2000 2200 2400 2600 2800REVOLUliONS PER MINUTE

F-2/j

F-IO

UNLEADED REGULAR AUTOMOTIVE FUEL

CORRECTED DATA: RUN :/13 TEST tl5

MIXTURE LEANof 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

28

26

24

22

20

18

16

14

12

CORRECTED MANIFOLD PRESSURE VS RPM RUN it3 TEST 115

UNLEADED REGULAR"llTURE LEAN

'40

120

100

.0~w:>

~ 60

20

COMPUTED TOROUE VS RPM RUN it3 TEST #5

UNLEADED REGJlARMIXTURE LEAN

F-26

10 ~-~-~---:7::::---:~---:=-=::--=::--=:--~1000 1200 1400 1600 1800 2000 2200 2400 2600 2800

REVOLUTIONS PER MINUTE

o.~ ,----,............__......_--,_.--.._~_~1000 1200 1400 1600 1800 2000 2200 2400 2600 2800

REVOLUTIONS PER MINUTEF-27

70

60

50

40

30

20

10

CORRECTED HORSEPOWER VS RPM RUN ~3 TEST 115

UNLEADED REGULARMIXTURE LEAN

O.=-~~-:-"""'~'-""""""""" """ --'1000 1200 1400 1600 1800 2000 2200 2400 2600 2800

REVOLUTIONS PER MINUTE- -l8

CYLINDER HEAD TEMPERATURE #1 VS RP" RUN ItJ TEST #5

UNUADEG REGULARi;,UnURE LEAN

420

400

3'0

360

340

~320

::J~ 300c

280

260

240

220

200

1000 1200 1400 1600 1800 2000 2200 2400

REVOLUTIONS PER MINUTE

2600 2800

F -29

F-12

400

350·~ ,,-~~ ._....._ ....._ ....._ ......._ ......_ ...

1000 1200 1400 1600 1800 ZOGO 2200 2400 2800 2800REVOlUTIONS Pal MINU1E

F-3(l

CORRECTED MANIFOLD PRESSURE (IN. - Hg)

MIXTURE RICH

UNLEADED UNLEADEDTEST 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 UNLEADEDREGULAR

o 100LL

6 UNLEADEDPREMIUM

1000 1250 1500 1150 2000 2250 2500 2750

REVOLUTIONS PER MINUTEF-)l

F-J3

CORRECTED MANIFOLD PRESSURE (IN. - Hg)

MIXTURE LEAN

UNLEADED UNLEADEDTEST 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 UNLEADEDI REGULAR

o 1llOU

6. UNlEADEDPREJlIUII

1000 125G 1600 1150 2000 2250

REVDLUlIONS PER MINUTE

25GO 115C

F-14

MEASURED TORQUE (Lb .- Ft)

MIXTURE RICH

UNLEADED UNLEADEDrfEST 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 I150

'00-+---+----+--f-----+--~"-:s-"+-

o UNLEAOEOREGULAR

o 'OOLL

e:, UNLEAOEOPREMIUM

1000 1250 1500 1750 2000 2250 2500 2750

REVOLUTIONS PER MINUTE

F- 15

I'> UNLEADEDPREMIUM

o UNLEADEDSO -+---+--+-::~;.F---+---+-- REGULAR

o l00Ll

100-+-----+--+--I---I---;~J£-t_____1

COMPUTED TORQUE (Lb - Ft)

MIXTURE RICH

UNLEADED UNLEADEDTEST POINT RPM 100LL PREMIUM REGULAR

1 1000 16.0 16.0 16.22 noo 22.8 24.2 24.53 1200 28.4 26.7 22.44 1300 32.4 32.8 33.15 1400 38.5 38.1 38.56 1500 41. 2 42.6 39.57 1600 50.0 46.6 43.78 1700 60.2 53.3 47.59 1800 66.0 62.2 56.8

10 1900 68.5 70.1 62.311 2000 80.0 74.4 72.712 2100 83.8 86.0 76.913 2200 89.6 91.8 83.214 2300 104.3 99.3 96.015 2400 119.9 115.1 100.916 2500 119.4 125.4 112.017 2600 129.2 147.2 122.218 2700 142.1 157.5 131.619 2750 153.1 166.2 137.0

200COMPUTED TOROUE VS RPM MIITURE RI~H

1SO

'000 1250 1500 1750 2000 22SO 2500 27SO

REVOLUTIONS PER MINUTE f _ "

F-16

6. UNLEADEDPREMIUM

o UNlEAOEOREGULAR

o lOOll

100

t:I

~

~g

50

MEASURED TORQUE (Lb - Ft)

MIXTURE LEAN

UNLEADED UNLEADEDTEST 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

150MEASlJRroTOROUE VS II'M MIXTURE LEAN

°-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 UNLEADEDTEST 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 UNLEAOEO50 REGULAR

o !OOLL

6. UNlEADEDPREJlIUII

0

1000 1250 1500 1150 2000 2250 2500 2150

REVOLUTIONS PER MINUTEF-l6

F-18

CORRECTED HORSEPOWER

MIXTURE RICH

TEST POINT RPM 100LL--UNLEADED

PREMIUMUNLEADED

REGULAR

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

1000

1100

1200

1300

1400

1500

1600

1700

1800

1900

2000

2100

2200

2300

2400

2500

2600

2700

2750

3.0

4.8

6.5

8.0

10.3

11.8

15.2

19.5

22.6

24.8

30.4

33.5

37.6

45.7

54.8

56.8

63.9

73 .1

80.2

3.0

5.1

6.1

8.1

10.1

12.2

14.2

17.3

21.3

25.4

28.3

34.4

38.4

43.5

52.6

59.7

72.8

80.9

87.0

3.1

5.1

5.1

8.2

10.3

11.3

13.3

15.4

19.5

22.6

27.7

30.8

34.9

42.0

46.1

53.3

60.5

67.7

71.8

l00,------.~C=OR=RE=CIE:::-O-::::HO=RSE:::PO=WE.,...,.vC::-s RP=M:-C:r.1=IU=URE~RIC-C-HC--------'-------;

o UNLEADEDREGULA.

2O-+_-+_---j_~~~+_-_+_- o lOOlL

.r.1 UNLEADEDPREMIUM

80--+---+----4--l---+-_--I---

40 -+---+-----j__+-_+-----,~'-------I-

60--t---+--f--l---+---+---44L-I

1000 1250 1500 1150 2000 2250 2500 2750

REVOu.JJlOr~S PER r..iINUJEF-<,?

F 19

CORRECTED HORSEPOWER

MIXTURE LEAN

TEST POINT

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

RPM

1000

1100

1200

1300

1400

1500

1600

1700

1800

1900

2000

2100

2200

2300

2400

2500

2600

2700

2750

100LL

5.1

6.1

7.1

9.1

11. 2

13.2

15.2

17.3

21. 3

24.4

28.4

33.5

39.6

45.7

53.8

58.9

64.9

72.1

81.2

UNLEADEDPREMIUM

3.0

5.1

7.1

8.1

10.1

12.1

15.2

17.2

21.3

24.3

29.4

34.4

38.5

43.5

49.6

56.7

67.8

72.9

81.0

UNLEADEDREGULAR

3.1

4.1

6.2

7.2

9.2

11.3

13.3

16.4

19.5

23.6

26.7

30.8

35.9

41.0

48.2

53.3

60.5

67.7

71.8

100---,----r-------=--~::____,_-__,CORRECTED HORSEPOWEJl VS 11''' PlIXTURE lEAN

80-+---+-~--+--+_--+----+--~

..-+----+~-_+--t---+_-_+_-__.'_J'I_____1

40 -+---+----\--+----+---lIl9L.--+-----\

D UNLEADEDREGULAR

20-+----+-~--=~:.---+---+--O l00LL

l:, U'ILEADEDPREMIU~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 UNLEADEDTEST 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

400

300

200

TOO

CYliNDER HEAD TEtJPERATURE If' VS RPr~ f,mTURE RICH

I

-........ /..a:: ..;nre----'~

~r¥"'-tt W"'"~

o UNUADEDREGUl.AR

o TOOLl

!J. UNI.£ADEDPREf.11ur.l

I1000 1250 1500 1750 2000 2250 2~OO 2750

REVOLUTIONS PEA mNUTE

.1"- 21

CYLINDER HEAD TEMPERATURE #1 (oF)

MIXTURE LEAN

UNLEADED UNLEADEDTEST 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

400

~ 300

I200

100

-CYUNDER HEAD TEMPERATURE li1 VS RPM r..UXTURE LEAN

~ al

~;It' -.

~

~.........-~

~

o lH.EADalRfGULAA

01DlJLl-

.0. UPLEADBlPAElUUU

I1000 1250 1500 1750 2000 2260 2SIO 2760

REVOlUTIONS PER rAlNUTE

F-22

EXHAUST GAS TEMPERATURE ffl . (OF)

MIXTURE RICH

UNLEADED UNLEADEDTEST 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

275025001500 1750 2000 2250

REVOlUTIONS PuI: MINUTE

1250

EIHAUST GAS TE~.'PERATURE #1 VS RPI'.1 rJIITURE JUCH

-"'- ~~ ~

~~

A 'l

~~

0 UNlEADEDREGULAR

o lOOll-

1:1 UNlEADEDPREPJIUM

I1000

600

800

200

.00

1000

F-21

EXHAUST GAS TEMPERATURE #1 (oF)

MIXTURE LEAN

UNLEADED UNLEADEDTEST 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<n 625

10 1900 715 725 721

11 2000 744 751 775

12 2100 773 781 796

13 2200 801 803 824

14 2300 819 825 849

15 2400 823 826 844

16 2500 788 795 800

17 2600 793 783 811

18 2700 812 821 815

19 2750 823 816 812

1000

800

400

E1HAUST GAS TEII'ERATURE 'T VS RI'M MIXTURE LEAN

--- ~ ......

/pr -

~V

o UNLEADEDREGULAR

o l00UI

Ll UNLEADEDPREr.4IUl1

I1000 1250 1500 1750 2000 2250 2500

REVOLUTIONS PER .'NUTE

F-24

2750

APPENDIX G

ENGINE PERFORMANCE BASELINE DATA 100LL AVGAS

(BASELINE TEST SEQUENCE #1)

80

G·1

6040MINUTES

20

AVGASTHROTTlE POSITION VS flME

~

0-\ r0L L-J

n0~1 l0

40

50

80

G-1

6040

rMNUTES20

AVGAS

~h r 8PIA VS TItlE

\ r,...,

rLJ I-

0

1000

2000

rAVGAs

~TORQUE VS TIllE

~ lU.......IrJ \

1511

100

-511

3I 60

t:

-----.-------~

AVGAS

MANIFOLD PIlfSSURE VS TIME

.....

- I--

r-

I.-Wi I

i

W, I

L\0I

22

28

30

20 40

l11NUTES

80

G-)20 40

MINUTes60 80

G-4

80

G-6

6040

MINUTES

-.AVGAS

FUEL FLOW VS TIME.-

I ••• A.

c'<l'

l ~JN

I~~~0

10

-2

80

G-5

6040MINUTES

20

AVGAS

".. HORSEPOWER VS TIME

p.J

I- r"1lit'

\...,uf:J \

0

20

60

80

~ 40

G-l

BO

G-8

6040MINUtES

20

AVGASCHI "1 VS tIME

I

I1\ 11\

I[VJ-

0

200

100

400

500

BO

C-7

6040

MINUTES

AVGAS ---IFUEl PRESSURE vS m.'E I

-I--f-

'0

1.05

1.00

0.95

i1?

0.90

0.85

0.80

--AVGAS

CHT ;,3 VS TIME

( r"\ ( I\...\ /I

rJ\J \

--

soo

'00

~300

:±J

~200

100

AV<;AS

CHT //2 VS TIME

0

I t\ I -'-fv'1

0

30

100

400

soo

mc

'00

20 40

MINUTES

60 80

'-9'0 '0

MINUTES60 BO

(,-10

- -

AVGAS

CHT 114 VS T1r,~E

(f"\.

\ /\

r-J0 \

806040MINUtES

'0

AVGAS

EGT 1/1 VS TIME

/r\ (1\

r0\ '\0

800

600

'00

C-ll

BO6040MINUTES

'0

'00

500

100

400

~ 300

I

G-2

SO

G-14

40MINUTES

AVGASEGI ~3 V5 TIME

h

M'-1\

IllO

8IlO

sor,-)1

40

MINUTES

'0

--AVGAS

EGI .2 VS liME

('- r

1\'-

Af\

0

200

...

80,.1040

• ,NUTES20

AVGAS

ENGINE Oil PRESSURE \IS TIllE

,...., f"1"\ J' J-.-..T W -

~

0

0

0

10

80

80

(,-11)

1040r""NUTES

AVGASEGT /14 VS TIME

~A""'- ,.

r\'-

If0

200

600

AVGASENGINE OIL TANK TEMPERATURE VS TIME

200

'50

-! 100

c

50

AVGASENGINE OIL TEllPEAATURE VS TIME

V ~

V0

ISO

200

50

j 'DO

~

,0 40

MINUTES

60 SO

C-17'0 40

MINUTES

60 80(,-18

G-3

AVGASINDUCTION VALVE PORT

., AIR rEII'ERAruRE VS TlIl£

A. r7 ;

v

r h.....

04-----.....----l--~--~-_,_-__j--..._--l

150------......-----.,..-----A;:';V;;G:-:ATS----...,

INDUC110N VALVE PORI#3 AIR TElIPERA'URE VS m.

80

G-2D

j

60'0MINUTES

20

~ '00 17 1

I II lJ

80

G-19

60,0MINurES

,0

50

100

150

80

G-?:2

60,0MINUTES

20

AVGAS

INDUC1l0N lUBE 03

LOWER AIR lEIftRAlURE VS liME

1'--IJ1

0

20

80

..

100

I'0

80

(,_21

60'0MlNU1ES

AVGAS

INl>UCTION TUBE 1t3 UPPER AIRTU.1PERA TURE VS lI'.tE

/lr rU

'-J.....

0

0

lJ(l

100

I40

100

lJ(l

60

'0

20

AVGAS

CARBURElOR UPPER ADA.,EA

AIR TEMPERATURE VS TIME

r~ l--.--n..rL.

100

80

~ 60

i40

20

AVGAS

CARBURETOR 1t1 ~AHAl

lEllV'ERAlURE VS m.IE

~

~ 11 ~ I1

'0 '0rdiNU1ES

60 80

G-23

20 ,0WNUIES

60 80

(,;-24

G-4

AVGASCARBURETOR 12 METAL

TEMPBlA TURE VS TIME

80

60

I\.40

20

0

80

G~26

6040

rAlNUTES

AVGASTHROtTLE PLATE UPPER METAL

TUJPERA rURE VS TIME

"'-- ...."-'"

0

.0

80

100

80G-25

6040

MINUTES

20

80

G-28

40

"INUTES

,.

AVGASCARBURETOR LOWER ADAPTER

AIR TEl'.,PERATURE vs m,tE

0

0

80

100

••~

ic

(;-276040

MINUTES20

AVGASTHROTTLE PLA TE LOWER rolfTAL

TEMPERATURE vs m.iE

0

0 --W

20

• 8

80

100

AVGASDEW POINT TEllPEIlATURE VS nr:E

L -VL. or ....., . r • "',Ir

1.0

0.9

~0.8

~

":!:0.1

0.8

0.'

AVGASPLENUrA PRESSURE VS TIME

100

80

60~

20

20 40UINUTES

&0 60G-30

G-S

80

G-32

8040

MINUIES20

AVGAS

flOAT BOWL FUELlEll\PERAlURE VS TIME

I I0

I I0

,00

'50

rAINUTES20

AVGAS

lESl CELL AIRTEL~PERATURE vs mAE

0

0

20

0 I60 840

80

,00

~ 6

I

AVGAS

AVGAS FUEL TANKTEMPERATURE VS TmE

0

80

20

80

'00AVGASSEDIMENl BOWL FURTEMPERATURE VS TIlliE

0

0

'00

,so

20 40

MINUTES

60 soG-33

20 40

MINUTES60 80

G-6

a -2

'"

-8

-~-AVGA~ IIDLE JET

PRESSURE VS TIME

lUI-, rJ~

i-

L.r

AVGAS

COIll'NG AIRPRESSURE VS TIME

.- ,..

""'" - ....

-,0

40

MINUTES

80 80

G- 3520 40

MINUTES

60 80G-)6

100

80

AVGASCOWLING AIR

{ TEMPERATURE VS TI1:1E

f

2.0

f 1.0

O.S

0.0

AVGASSUPPl'( COOLING AIRPRESSURE VS TIME

~-.-'V

......

-

-

20 40

MINUlES

.0 80

G-37

G-7

40MINUTES

60 80

G- )8

APPENDIX H

ENGINE PERFORMANCE BASELINE DATA UNLEADED PREMIUM AUTOGAS

(BASELINE TEST SEQUENCE HI)

JIlOO

20000

'000

-'000

nAUTOGAS M1AN Y~TlE

,...

r--

1'\1 \-

III

40

30

to

10

,.- AUTOGAS 81TlllOmE POSITION YS TIE

ir~J

rf l- ~

'0 to 30 40MINUTES

10

,-,10 20 30 40

MINUTES

10 70

H-t

70

H-4

5030 40"NOTES

20'0

AUTDGAS 81

n nTOflO\JE YS TIME

l -

k Ifr

r 1,

150

100

t;:,'" 50

70

'-J605030 40

MINUTESto10

f- AUTOGAS #7IIANIFOLOPRESSURE YS TI ME

rL.----~

,J

t

I- L0

t8

30

80

80

'0

20

-20

AUTDGAS M1HDflSS'OWER YS TIME

,-

1-" Ur ~

Lr

10 AUTOGAS M1FU£L FLOW YS TIE

jf"l '",';' If-n ''IT

~ .rf 1n

210 20 30 00

•.l\flUTES60 10

H-I

10 to 30 40

MINUTES

50 80 70

H-6

H-l

-- --AUTOGAS #7

h FUR PRESSURE VS TildE

~ri'A

~~~ '~~1.1 WMA,I

V70

H-8

505030 40

MINUTES

20'0

AUTOGAS If7CHT #1 VS TIME

r ....V - '\f

~0

100

.00

1.1- 300

70

H-7

605030 40

MINUTES20'0

D.7S

0.85

0.80

0.70

O.!lO

1).95

500

400

300

200

100

AUTOGAS 117CHT #2 VS TIME

('.....

r rv '\

IJ

500

.00

300~

I200

100

AUTOGA5 r47CHT /13 VS T1rJlE

L /\

r -J ---f.'\:)

10 20 30 40MINUTES

50 60 70H-9

10 20 30 40

MINUTES50 60 70

H-IO

AUTOGAS"CHT #4 VS TI/fI£

(\ f\.

r f-,) '\

~70605030 .0

'."NUTES

2010

--AUTOGAS ~7

EGT ., VS TU.'E

-

C /I

\1 '--

~\r I0

I~ I0 ,

20

.00

600

BOO

70

H-l1

605030 40

MINUTES

2010

500

200

300

400

100

H-2

800UTOGAS #7 AUTOGAS If1GT #2 YS TIME OOT #3 YS mlE

600

-~ <GO

~~ IJ !\-

~- r200

l-J0

60 10 0 10 20 30 40 60 10 70

1'-1]MINUTES

H~ l.1t

-- 80AUTOGAS #7 AUTOGAS #7EGT 114 VS TIrAE ENGINE Oil

f'..PRESSURE YS TIME

60r--

IUI~....

L"..40

f

'\20

0

-2080 70 0 10 20 30 40 SO 80 JO

H-15 IA'NUTES H- 16

- 200-~

TOGAS '7AUTOGAS .7

'NE OILENGINE Oil TANk

ll'EllATURE YS 1II.1E TBlIPfRAlURE YS TIllE

I

150

-----t-----!Eill 100ffi~

lJ'-60-

I0 I I

-,

50 JO 0 10 20 30 40 50 50 JOMINUTES

H-181'-1]

H-3

AUENGTEl

50

50

50

30 40

r,'I'JUTES

JO 40.,NUTES

30 ..

~.nNUTES

20

20

20

10

10

10

AE

60 -t---l---+-

200 -,---- r~~----r-

150 -t---+---+---+----+---+-

200-t-l'---+---+---+--4----+-

6OO-t---t---+---+--i--+-

200-t-11---1---+----+---1---+--

600--+---+--+--+---+-----1-

i 100 -+---+--1---+----+-- -+------1-

!Eill 400--+---+--(!=-~---+--."'t-f__--_+_ffilIS

ic

100

80

10

40

AUlOGAS N1 )INDUCTION VALVE PORT #4

I AlA TEI.lPERA1UAE VS II~IE

J

"--

"" - I,....

'00

80

so

40

IAU10GAS .1INDUCTION VALVE PORT 1i3AlA TEMPERATURE VS m,E

~r

- .r--r-

2020

'0 20 30 40MINUTES

so 60 10

H- \'1

'0 '0 30 40MINUTES

so 80 10

H-ZD

AUTOGAS N1INUUCTlO~ TUBE #3 UPPERAIR T£MPERAlURE VS TIME

I'i 1r1 f"- \ , {

~INDUCTION TUBE '3 LOWERAIR TEMPEflArURE VS TIME

~ln

I

,-I

100

80

~60

~'"~

40

20

'0 '0 30 40

MINUTESso so 10

1i-2i

'00

80

so

40

20

'0 20 30 40MlrmTES

so 60 10

H-22

70so5030 40r,UNUTES

2010

AUTOGAS"CAAIURETOA" METALmtPERAIURE VS TIME

I

l\-n ~

-f-- ----1----

1

t r rTo-'

60

20

80

40

'00

70

H-23

60so30 40

r~INUTES

'010

AUTOGAS"CAAlUAETOR UPPER ADAPTERAIR Ta'PERATURE VI TIME

1:Ir- rI i

iI I

I

III

I

II

II I I I i I ,

40

60

80

20

100

H 4

603Il WMINUTES

2010

AUTOGAS 117T_m.E PLATE IWl'BIllET ALTEL1PBCATURE VS TIME

~ Irl ,......l- '--'

0

20

50

so

100

!c

70

H-25

6030 40

MINUTES20l'

AUTOGAS #7CARBURETOR .2 METALTEIFERATURE VS TIME

~h0

1-

0

20

60

100

100

80

00

,0

AUTOGAS .7THROTTLE PLATE LOIER METALTEIIPBlATURE VS T111£

h r1 r

100

60

€50

ill!Iic

40

20

AUTOGAS #7CARBURETOR LOWEll AOAPTEIlAlA TEMPERATURE VS TIME

20

'0 2' 30 ,.

MINUTES

50 60 70

H-Z7

'0 20 30 40MINUTES

so 60 70

H-28

AUTOGAS .7

h IrPLfNUM PRESSURE VS liME

~

II'"~ r'u.. I~rJf ,~

Ify(" I.,J

-

70

H- 30

60503. 40

MINUTES2010

-......----

1\

-

AUTOGAS .7DEW POINTTEUPERATURE VS T1~

I I

80

100

20

'0

70

H-29

605030 ,0

MINUTES

20'0

0.2

0.0

0.4

0.8

0.8

1.0

H-5

100

80

10

40

AUTOGAS /(/TEST CELL AIRTEl.1'fIIA JURE VS m.1I'

r-

:

20

10 20 '0 40MINUTES

so 60 70

150

100

50

-r----,AUTOGAS '7

I FLOAT BOWL fUELTEI~P6IATURE VS TIME

I fI

I

I I I-+----

I

III I

150

100

50

AUTOGAS 1#7SEDIMENT BOWL FUELT~ATURE 'IS T1,w

----

10 30 .0

MINUTES50 70

H-32

10 30

100

40 50 10 70MINUTES 80

H· 33

60~

I40

20

AUTOGAS #7AUTOGAS FUEL TANKTEMPERATURf 'IS TIlE

H-6

10 20 30 40

MINUTES50 10 70

H-34

.JAUTOGAS r7IDLE JET PIlESSUAE VS TIllE

l-f

V

,---, j,..

k

~L1

-1

~

!i!! -25:0

~:>

-3

10 20 30 40

IIINUTES10 10

H-JS

-1

AUTOGAStIlCOIILINGAIR

~PRESSURE ys TIME

"r ~~~

II

"-

10 20 60 60 70

\-\-36

~ -AUTOGAS tilSUPPlT COOLING AIRPIlESSURE VS TIME

~~

-"f"-,

2.0

f 1.0

70

H-J7

606030 40MINUTES

2010

AUTOGAS M7COIII.ING AIR

TE/.1PERATURE VS TIME

L....-

0

40

20

60

80

100

O.S

0.0

10 20 30 40MINUTES

60 10

H-3B

H-7

APPENDIX I

ENGINE PERFORMANCE BASELINE DATA UNLEADED REGULAR AUTOGAS

(BASELINE TEST SEQUENCE #1)

3000

'000

1000

AUTOGAS '5

n inRPl' VS TIllE

\ rN

r \-

50

.0

~ 30

~ill'"; 2Q

'0

AUTOGAS HSTHROTTLE POSITION VS TIME

r-~

\ rL ---J

n-f'--J l

AUTOGAS .5MANIFOlD PRESSURE vs nr..E

,...-

r\.~

rl......,

AUTOGAS 116TOROUE vs TIllIE

/~

,... '" -..,..

~~..t

I""

30

'8

22

20

10

10

'0

2Q

30 ..

~1r~UTES

3Q .0MINUTES

50

50

60

60

70

,-,

10

,-)

150

100

50

10

10 20

29 30 40

MINUTES

30 40

MINUTES

50

50

80

80

7Q

'-2

10

,-,

80

!: 40

'0

AUTOGAS 1#5HORSEPOWER VS TIPJE

",.,.,.

J...- ....

~U

Y

I.AUTOGAS '5fUEL FLO" vs TIllE

I'" If'1

... ""'1 '1'f. '-"'0 _.1,

~ ~10 29 JO 10

MINUTES80 10

'-5

I-I

I. 29 30 40

'''NUTES•• 60 7.

,-,

1.0

0.9

0.8

~ 0.7

o.a

0.5

0.4

AUTGOAS '5FUEL PRESSURE vsTI~

rnr" fJl ) ,~

\J

500

400

100

AUTGOAS ,.CHT 111 VS T1f,'E

~ ~

1/JJ

10 20 30 40

MINUTES

50 &0 70

,-)10 20 30 40

MINUTes

50 60 70

,-8

AUTOOAS 115CHT '3 VS mlE

(' A\ /

I J \.0

1

300

10

200

400

500AUTQGAS 115CHT '2 VS W!E

A 1""--

r ~ '\I

100

'00

10 '0 30 40

MINUTES

50 ao 70

'-9

9 10 '0 30 40

r.lINUTES

50 60 70

1-lD

500

400

300

200

10

AUTOGAS 115CHT 114 VS TIME

I \

I'J \.I

800

600

400

'00

AUTOGAS #~

EGT 1t1 VS TIME

~ {\

r"\J--.J

\

'0 20 30 40

r~INUTES

50 60 70

\-\1

10 20 ]0 40

MINUTES50 60 70

1-12

1-2

70

1- 14

805030 40MINUTES

2010

AUTOGAS #5EGT III VS TIr.\E

....... 1"'\

\L-r1\~0

0

800

20

600

tl 400

*

70

1-13

806030 40

MINUTES.2010

AUTOGAS 115EGT #2 VS TIME

r- IA ,~1\t"~

0

200

600

BOO

70

I-If",

605030 40

MINUTES

2010

AUTOGAS itSENGINE OILPRESSURE VS TIh'E

1"""'1 ~ f'.... I-

IJ ""I~

0

0

60

BO

~ 40

70

1-15

606030 40

MINUTES

2010

AUTOGAS #5EGl 114 VS TIUE

U \~

/ 1\If

0

600

200

800

I

AUjOGAS';5-~ ~I

ENGINE Oil ,T_lURE VS TIllE

I

/ --~vL/ I !

AUTOGAS #5ENGINE OIL TANKTElllPERAlURE VS T1P~E

--

I

~I

II II

I I

200

150

50

'0 20 30 40

MINUTES

50 60 70

\ -17

200

150

~

i 100

~

50

10 20 30 40

,.lINUTES

50 60 70

1-1B

1-3

AUTOGA5 #5 rINDUCTION VALVE PORT 1t3

/AIR TEMPERATURE V5 mAE

-'-

.......... "-" "'"0

0

0

60

80

100

r!'AUTOGAS ItS )INDUCTION VALVE PORT 1t4AlA TEMPERATURE VS T1r.,E

""" J r-t.\,.J I"'"'

0

60

20

80

40

100

10 20 30 40

MINUTES

50 60 70 10 20 30 ~

MINUTES

50 60 70

1-20

100

80

~60

~OJ~

40

20

AUTOGAS #5INDUCTION TUBE #3 UPPERAIR TEMPERATURE VS TI~E

/l n If\j \

100

80

60

40

20

AUTOGA5 #5INOUCTION TUBE #3 LOWERAIR TEMPERATURE VS TIl;E

l'-uh I~

10 20 30 40

r,'INUTES

50 60 70

1-21

10 20 30 40MINUTES

so 60 70

1-22

100

80

60

40

20

AUTOGAS #5CARBURETOR UPPEII AOAPTERAIR TE,"PERATURE VS TIME

/'I h I~ /\-~

100

80

60

wll!iilo

40

AUTOGAS #5CARBURETOR It, METALTEr.,PEAATURE VS TIME

~ I.

IV,""l~ ~ L If

I I---A~

20

10 20 30 ~

MINUTES50 60 70

1-2310 20 30 ~

~J1INUTES

so 60 70

1-4

AUTOGAS #5CAlllUIETOR NII1E1AlT_TUIIEVSTIllE

h h I • Ir--

10

1-26

!ill30 40MINUTES

20

AUTOGAS /15THAOIllE PlATE UPmlIETAlTEIIP£I,ATURE VS TIME

;'-1 h Irr-u I

• ,.

20

4ll

60

80

100

10

1-25

60!ill30 4ll

IIINUTES2010

20

BO

100

10

1-28

III!ill40MINUTES

AUTQGAS #5CARBUIETOA LOWER ADAPTERAIR 1EM'ERATURE VS TIME

0 1. 20 30

20

III

40

80

100

10

\ -27

,.!ill30 40

MINU1ES2010

AUTOGAS #5THROTTLE Pl.ATE LOWER lET AlTEllPERATURf VS TIME

\~ rtl Ir--'-' L

L-

0

20

80

60

40

100

70III503. 40MINUTES

10

'- ""\AUTOGAS~5~-~DEW POINTTEMPERATURE VS TIME

i

I

~I

r II

,

0

\i r """-I....

,.

80

100

,.) -29

AUTOGAS #5PlENUM PRESSURE VS TlL"f;

••8 -l---I+--1:.....!:j---...:'*-+~

•.1~f---+l---l----+---+---4-'l-"""'~-/I----

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•.91-l1++-j---+---+---+---4---...:I-----!

1.•-.---...---.------..---.,...-----------,

1-5

10

1- 32

'030 4<l

r.~INUTES

2010

AUTOGAS .tl5FLOAT BOWL fUELfEMPERATURE VS TIME

100

150

50

70

\-)1

6030 40MINUTES

2010

~~- -~-AUTOGAS #6TES TCElL AI R

T~,peMTURE VS TIME

I

I

0

0

0 ,

80

100

10

!-3lj

605030 40MINUTES

2010

-~

AUTOQAS it5AUTOGAS FUEl tANKTE,MP'EII,ATURE. ~s TIME

J _.-j

40

'0

60

80

100

10

1-33

806030 40

rllr'UtES'010

1 II

J AUTOGAS 115 II

SEDIMENt BOWL FUEl

ItElo1PERAtURE VS tiME

I

--r II I

r-------- tII-t---r-'

~I II

I

l.- II I·,I I I I I i i I

'00

160

1-6

-2

6:J::J:

"~~ -4

""~>

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-8

AUTOGAS 115IDLE JET .--PRESSURE VS 1IME

1....-

t-'

I,...,.

l.J ,

AUTDGAS #5COWLING AIRPRESSURE VS TII~E

...,..... I....4

"'-l-/ \............

10 20 30 40MINUTES

50 60

1- 3)'0 20 30 40

MINUTES

50 60 10

\ -36

AUTDGAS #5COWLING AIR

rITEWERAT~RE vS nME

J

---

10

-38

605030 40

MINUTES

2010

AUTDGAS 115SUPPLY COOLINGAIR PRESSURE VS TIME

....,.1/-

5

I.0 I

o.

1.5

2.0

iC 1.0

10

1-]]

605030 40

MINUTES

2010

20

60

IlO

100

i~ 40

1-7

•

•

2000(1885) AVGAS

2000 (1890) AUTOGAS

2350(2295) AUTOGAS

J-2

2000 (1900) AUTOGAS

2000(1800) AUTOGAS

2350 (2258) AUTOGAS

o RPM

1600 (1430) AVGAS

1800 (1675) AVGAS

J-1

o RPM

1600 (1360) AUTOGAS

1800 (1700) AUTOGAS

AccelerationPump

Discharge

Main FuelDischarge

APPENDIX J

REAL-TIME CARBURETOR ICE PHOTOGRAPHS