Today's Message Index:
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1. 04:47 PM - Transponder testing (Ralph E. Capen)
2. 07:16 PM - Re: RV-List: Transponder testing (William Gill)
3. 08:53 PM - fouling plugs (Dave Ford)
4. 10:23 PM - Re: fouling plugs (Brian Lloyd)
Message 1
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| Subject: | Transponder testing |
--> Avionics-List message posted by: "Ralph E. Capen" <recapen@earthlink.net>
Fellow listers,
Is there any way to check your transponder on the ground? I had a conversation
with the controller at my airport today and he told me that I needed to be airborne....meanwhile,
this little birdie from flight school reminds me that I was
always instructed to leave my transponder in the 'Stand-By' mode till I took
the active so it wouldn't mess up the controllers.
Considering that I was a hundred yards away, I thought that he could have told
me to hit the ident button and be done with it...we have radar on the field too
but that shouldn't matter.
Am I nutso? Does one of us not really know how stuff works? I'll be more than
happy to take an education from this list.....
Thanks
Message 2
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| Subject: | RE: RV-List: Transponder testing |
--> Avionics-List message posted by: "William Gill" <wgill10@comcast.net>
At a recent CFI refresher clinic, the manager of the Kansas City ARTCC
said that putting the transponder on standby while on the ground was no
longer necessary. He explained that the new terminal radars were immune
to ground transmissions.
Hope this helps.
Bill Gill
Kansas City, MO
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Ralph E. Capen
Subject: RV-List: Transponder testing
--> RV-List message posted by: "Ralph E. Capen" <recapen@earthlink.net>
Fellow listers,
Is there any way to check your transponder on the ground? I had a
conversation with the controller at my airport today and he told me that
I needed to be airborne....meanwhile, this little birdie from flight
school reminds me that I was always instructed to leave my transponder
in the 'Stand-By' mode till I took the active so it wouldn't mess up the
controllers.
Considering that I was a hundred yards away, I thought that he could
have told me to hit the ident button and be done with it...we have radar
on the field too but that shouldn't matter.
Am I nutso? Does one of us not really know how stuff works? I'll be
more than happy to take an education from this list.....
Thanks
==
==
==
==
Message 3
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--> Avionics-List message posted by: "Dave Ford" <dford@michweb.net>
I have an O360A1A that I am intermittently fouling the bottom plugs. I can rotate
the top to bottom, bottom to top and it will work for a while. The question
I have is regarding which plug to use, I mean my ignition system calls for
either RHM38 or RHM40, is there an advantage to using a hotter plug, which I believe
is the RHM40? I recently flew to a location with engine running fine,
landed, restarted after 1/2 hour and noticed the engine running a little rough.
In flight I had a high EGT on no. 2 cylinder and had to fly at a lower rpm
setting to keep things in the green. When I landed I checked both plugs on no.
2 and sure enough the bottom plug was wet. Changed to a new plug on the bottom
and went flying, all was well. So will a hotter plug resolve this issue?
Dave Ford
RV6 w/FADEC
Message 4
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| Subject: | Re: fouling plugs |
--> Avionics-List message posted by: Brian Lloyd <brianl@lloyd.com>
Dave Ford wrote:
> I have an O360A1A that I am intermittently fouling the bottom plugs.
> I can rotate the top to bottom, bottom to top and it will work for a
> while. The question I have is regarding which plug to use, I mean my
> ignition system calls for either RHM38 or RHM40, is there an
> advantage to using a hotter plug, which I believe is the RHM40? I
> recently flew to a location with engine running fine, landed,
> restarted after 1/2 hour and noticed the engine running a little
> rough. In flight I had a high EGT on no. 2 cylinder and had to fly
> at a lower rpm setting to keep things in the green. When I landed I
> checked both plugs on no. 2 and sure enough the bottom plug was wet.
> Changed to a new plug on the bottom and went flying, all was well.
> So will a hotter plug resolve this issue?
This seems like an odd place to ask this question. Regardless, this usually occurs
when the engine is in need of a top overhaul. If the bottom plugs are oil-fouled
that means you are pushing inordinate amounts of oil past the rings.
If it is just one cylinder that is doing it you probably have a bad jug. You
can try replacing the rings and rehoning the cylinder but that may be throwing
good money after bad.
What you didn't mention was what your oil consumption is. Has it increased? I
find that relatively new Lycoming cylinders properly broken in will use about
one quart every 10-15 hours (it depends on the engine). If you are constantly
oil-fouling your plugs I suspect your oil consumption is up to around 2-3 hours
per quart.
If the engine is relatively new then it sounds like it wasn't broken in properly.
You can try going back and running it really hard for about 25 hours to see
if you can improve things.
Last but not least, you can install plugs with long-reach electrodes. They are
usually used in engines that tend toward lead fouling; e.g. the Continental O-200
or the Lycoming O-235, engines designed for 80/87 that end up running on
100LL; but can help out with oil fouling too.
>
> Dave Ford RV6 w/FADEC
--
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.270.912.0788 (fax)
There is a time to laud one's country and a time to protest.
A good citizen is prepared to do either as the need arises.
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