REFLECTOR: Rose EI

[Stockman, Bill]

I've got the Rose system on a LycIO360.   Early on I had some installation issues to include an inability to advance beyound 2200 rpm without missing or lack of power.   Turns out the nice yellow hose shrinks as you get it hot (ie, too close to the exhaust and other hot stuff).      The shrinkage is subtle, so you don't really notice just by glancing at it, but it will eventually shut off the line.   I replace with metal and it works great.   I also had initial problems with the computer and it was quickly replaced--charge.
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From: reflector-bounces at tvbf.org [reflector-bounces at tvbf.org] On Behalf Of aminetech at bluefrog.com [aminetech at bluefrog.com]
Sent: Friday, December 10, 2010 8:13 PM
To: Velocity Aircraft Owners and Builders list
Subject: REFLECTOR: Rose EI

Seems like I've been a full time mechanic these last few weeks.  The final (I hope it's final for a while) thing was a split map sensor hose connecting the Rose EI to the manifold.  It's amazing all the problems a vacuum leak can cause.  Others may want to check the yellow hose.  I replaced mine with clear plastic which I think will last much longer.

The really bazarre thing is the Rose EI timing.  When I bought my plane it seemed to be running fine. The EI timing was set 4 degrees more advanced than the 28 degrees BTDC mark on the Franklin. I tried setting it at 28 and it ran very rough and backfired, so I put it back as it was. The rpm drop was more running on the mag. By setting the mag to 32 degrees BTDC the drop was the same. Over the years I've had several "mild?" detonation-like issues such as eroded plug electrodes, fouled plugs, plug life of 100 hours or less (all on the EI, not on the mag), individual CHTs occasionally running hot, excessive oil out the breather and on the cowl belly. Last spring I converted to auto plugs (Denso X27GPR-U). The engine seemed to run about the same, except no rpm drop on the EI and a big one on the mag. However all of the above issues were greater, plus a new on - temporary rough engine after T/O at 1000' agl. So rough that twice I circled to land and changed my mind after the roughness went away 10 seconds later. I figured the plugs were to hot and switched to NGK racing platinum plugs which came with much lower heat ranges not available with standard plugs. That didn't help much, so I decided to try reducing the advance on the EI as a last resort. I reduced it by 6 degrees and it ran the same. So I reduced the advance more to an initial setting of 10 degrees BTDC. It still ran the same. At that point I decided I better call Jeff Rose before I went any further into the twilight zone. After a long discussion he decided that I was on my own and encouraged me to continue looking for the "sweet spot". Currently I have the initial setting at 2 degrees AFTER TDC. Of course that is beyond the range of the EI adjustment. I have the EI on 4 degrees before and I retarded the timing wheel by 6 degrees.  There is still no rpm drop running on the EI, but the mag drop is less than before.  One improvement is that oil is no longer coming out the breather and getting all over the cowl, so I feel I'm going in the right direction.  I plan to continue retarding the EI timing.  Seems like the timing wheel orientation in the Rose instructions is just way off.  Or maybe my EI is out of whack?  Anyone else using auto plugs with the Rose EI?
After speaking with Jeff Rose, I'm getting the impression that I'm the only one using it on a Franklin. If someone else is, I'd sure like to hear from you. Jeff told me that several have tried his EI on Franklins, but none would run well.

John
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