Today's Message Index:
----------------------
1. 06:16 AM - Re: Cruising airspeed (Scott Bilinski)
2. 06:36 AM - Re: Re: plugs (Lowell Fitt)
3. 07:31 AM - Re: Cruising airspeed (Vic Jacko)
4. 08:17 AM - Re: Cruising airspeed (Marvin Dupree)
5. 08:22 AM - Re: Cruising airspeed (Scott Bilinski)
6. 09:05 AM - Re: Cruising airspeed (Scott Bilinski)
7. 11:15 PM - Re: Re: plugs (kyle Ponsford)
Message 1
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| Subject: | Re: Cruising airspeed |
--> Engines-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
You peak each cylinder one at a time and write down the fuel flow at your
favorite cruise power setting. Then call Air Flow Performance with the
numbers and they will send you the proper jets/nozzles and what cylinder to
put them in. Let me see if I remember........the cylinder with the highest
fuel flow at peak EGT is the leanest.
At 04:45 PM 5/21/2004 -0600, you wrote:
>--> Engines-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
>
>Scott, tell us how you are able to determine fuel flow to each cylinder?
>
>Vic
>----- Original Message -----
>From: "Scott Bilinski" <bilinski@kyocera-wireless.com>
>To: <engines-list@matronics.com>
>Subject: Re: Engines-List: Cruising airspeed
>
>
> > --> Engines-List message posted by: Scott Bilinski
><bilinski@kyocera-wireless.com>
> >
> > One thing I forgot to add is that the fuel flow to each cylinder is with
>in
> > .2 GPH.
> >
> >
> > LightSpeed Plasma II dual ignition, Air Flow Performance Injection, on a
>360.
> >
> > At 08:35 AM 5/21/2004 -0600, you wrote:
> > >--> Engines-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
> > >
> > >Scott, what EI's are you using?
> > >
> > > I assume you are running a Lyc 0-360?
> > >
> > > Are you using a carb or throttle body?
> > >
> > >Vic
> > >----- Original Message -----
> > >From: "Scott Bilinski" <bilinski@kyocera-wireless.com>
> > >To: <engines-list@matronics.com>
> > >Subject: Re: Engines-List: Cruising airspeed
> > >
> > >
> > > > --> Engines-List message posted by: Scott Bilinski
> > ><bilinski@kyocera-wireless.com>
> > > >
> > > > For me, I cruise my RV-8a, 160 kts, 7GPH, dual EI, 60% power, 25 LOP.
> > >These
> > > > numbers are good from 8.0 to 10.5 Have not flown over 10.5 yet so.....
>I
> > > > dont understand how this info will help you unless you get the
>performance
> > > > differences in percentage. For example, dual EI over mags is 3% faster
>and
> > > > 8% less fuel. With info like that you can make a much better
>comparison.
> > > > Might be better off to tell us what your end goal is and then an
>expert
> > > > like Mahlon can tell you how to get there and how much $$$ it will
>cost.
> > > > The numbers I gave you only apply to my RV-8a with a 3 blade, 151
> > >WhirlWind
> > > > prop all set ups are different.
> > > >
> > > >
> > > > At 06:07 AM 5/21/2004 -0700, you wrote:
> > > > >--> Engines-List message posted by: "Gary Casey"
><glcasey@adelphia.net>
> > > > >
> > > > >I'm doing some analysis of various powerplant options and would like
>to
> > >know
> > > > >if there is data available that documents cruising TAS vs. altitude:
> > > > >
> > > > >1. For a conventional Naturally-Aspirated engine configuration with
> > > > >standard magnetos. This needs to be at a fixed rpm and fixed percent
> > >power
> > > > >below 8,000 ft. 75 percent power and 2500 rpm would be a
>representative
> > > > >condition. It is important that the rpm be held constant. I have
>some
> > >data
> > > > >like this, but only up to about 12,000 feet. I would like to get
>data up
> > >to
> > > > >18,000.
> > > > >
> > > > >2. For a Naturally-Aspirated engine equipped with dual electronic
> > >ignition
> > > > >that automatically advances the timing at low manifold pressures
>under
> > >the
> > > > >same conditions as above. I have a suspicion that the slope of the
> > >airspeed
> > > > >line above 8,000 feet is much lower than with fixed timing, but I
>have
> > > > >little data.
> > > > >
> > > > >3. A turbo-normalized engine (any turbocharged engine will do) run
>at a
> > > > >fixed rpm and fixed percent power at all altitudes to at least 18,000
>ft.
> > >I
> > > > >have reasonably good data (C-TR182) for this that shows a straight
>line
> > >with
> > > > >an 8 percent increase from 8,000 to 18,000.
> > > > >
> > > > >It would be nice if all three configurations were on an ES, but other
> > > > >airframes will also produce usable data. I have found that the above
> > >data
> > > > >for certified aircraft closely matches each other, but I only have
> > >anecdotal
> > > > >information for the dual electronic ignition version.
> > > > >
> > > > >Thanks,
> > > > >
> > > > >Gary Casey
> > > > >
> > > > >
> > > >
> > > >
> > > > Scott Bilinski
> > > > Eng dept 305
> > > > Phone (858) 657-2536
> > > > Pager (858) 502-5190
> > > >
> > > >
> > >
> > >
> >
> >
> > Scott Bilinski
> > Eng dept 305
> > Phone (858) 657-2536
> > Pager (858) 502-5190
> >
> >
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 2
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--> Engines-List message posted by: "Lowell Fitt" <lcfitt@inreach.com>
Kyle,
This engine typically shows different colors on the plugs. I have 600
hours on mine and fly with a three guys with the 912, all with similar
numbers. One has the 100 hp S model. We all have this color discrepancy.
Your white to sooty black sounds a little extreme, to be sure, but I am
wondering if you are misreading the colors. Have you thought of sending the
two plugs to a Rotax service center to get another set of eyes on them to
determine if there really is a problem. This is just an issue that I have
never heard of before and I have been monitoring a couple of lists for over
ten years.
Lowell
----- Original Message -----
From: "kyle Ponsford" <wild_kyle@hotmail.com>
Subject: Re: Engines-List: Re: plugs
> --> Engines-List message posted by: "kyle Ponsford"
<wild_kyle@hotmail.com>
>
>
> sounds like you and I are at about the same place! I too have done the
same
> thing except the bolt.
> I have just ordered some cooler plugs to put in the back, I am running NGK
> DCPR7E and I am waiting for some 9E's which will run 2 steps cooler.
> This works in my snowmachine quite well so I thought I would give it a
try.
> I will let you know how it goes.
> Kyle
>
> >From: "Leo J. Corbalis" <leocorbalis@sbcglobal.net>
> >Reply-To: engines-list@matronics.com
> >To: <engines-list@matronics.com>
> >Subject: Re: Engines-List: Re: plugs
> >Date: Fri, 21 May 2004 09:10:09 -0700
> >
> >--> Engines-List message posted by: "Leo J. Corbalis"
> ><leocorbalis@sbcglobal.net>
> >
> >
> > > --> Engines-List message posted by: "kyle Ponsford"
> ><wild_kyle@hotmail.com>
> > >
> > > Leo,
> > > Now that sounds like a very scarry fix!
> >
> >OK I've tried a new left manifold,overhauled both carbs, put 2 3/16 bolts
> >thru the front leg of the manifold(actually gives some improvement), max
> >size main jets and metering pins in 4 notch. Still swapping plugs.
> >
> >Please suggest something better !
> >
> >Leo Corbalis
> >
> >
>
> http://join.msn.click-url.com/go/onm00200362ave/direct/01/
>
>
Message 3
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| Subject: | Re: Cruising airspeed |
--> Engines-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
Scott, I am assuming you are doing this peaking with EGT on each cylinder
and with a single fuel flow meter which measures the fuel flow to all
cylinders? Right ?
Vic
----- Original Message -----
From: "Scott Bilinski" <bilinski@kyocera-wireless.com>
Subject: Re: Engines-List: Cruising airspeed
> --> Engines-List message posted by: Scott Bilinski
<bilinski@kyocera-wireless.com>
>
> You peak each cylinder one at a time and write down the fuel flow at your
> favorite cruise power setting. Then call Air Flow Performance with the
> numbers and they will send you the proper jets/nozzles and what cylinder
to
> put them in. Let me see if I remember........the cylinder with the highest
> fuel flow at peak EGT is the leanest.
>
>
> At 04:45 PM 5/21/2004 -0600, you wrote:
> >--> Engines-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
> >
> >Scott, tell us how you are able to determine fuel flow to each
cylinder?
> >
> >Vic
> >----- Original Message -----
> >From: "Scott Bilinski" <bilinski@kyocera-wireless.com>
> >To: <engines-list@matronics.com>
> >Subject: Re: Engines-List: Cruising airspeed
> >
> >
> > > --> Engines-List message posted by: Scott Bilinski
> ><bilinski@kyocera-wireless.com>
> > >
> > > One thing I forgot to add is that the fuel flow to each cylinder is
with
> >in
> > > .2 GPH.
> > >
> > >
> > > LightSpeed Plasma II dual ignition, Air Flow Performance Injection, on
a
> >360.
> > >
> > > At 08:35 AM 5/21/2004 -0600, you wrote:
> > > >--> Engines-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
> > > >
> > > >Scott, what EI's are you using?
> > > >
> > > > I assume you are running a Lyc 0-360?
> > > >
> > > > Are you using a carb or throttle body?
> > > >
> > > >Vic
> > > >----- Original Message -----
> > > >From: "Scott Bilinski" <bilinski@kyocera-wireless.com>
> > > >To: <engines-list@matronics.com>
> > > >Subject: Re: Engines-List: Cruising airspeed
> > > >
> > > >
> > > > > --> Engines-List message posted by: Scott Bilinski
> > > ><bilinski@kyocera-wireless.com>
> > > > >
> > > > > For me, I cruise my RV-8a, 160 kts, 7GPH, dual EI, 60% power, 25
LOP.
> > > >These
> > > > > numbers are good from 8.0 to 10.5 Have not flown over 10.5 yet
so.....
> >I
> > > > > dont understand how this info will help you unless you get the
> >performance
> > > > > differences in percentage. For example, dual EI over mags is 3%
faster
> >and
> > > > > 8% less fuel. With info like that you can make a much better
> >comparison.
> > > > > Might be better off to tell us what your end goal is and then an
> >expert
> > > > > like Mahlon can tell you how to get there and how much $$$ it will
> >cost.
> > > > > The numbers I gave you only apply to my RV-8a with a 3 blade, 151
> > > >WhirlWind
> > > > > prop all set ups are different.
> > > > >
> > > > >
> > > > > At 06:07 AM 5/21/2004 -0700, you wrote:
> > > > > >--> Engines-List message posted by: "Gary Casey"
> ><glcasey@adelphia.net>
> > > > > >
> > > > > >I'm doing some analysis of various powerplant options and would
like
> >to
> > > >know
> > > > > >if there is data available that documents cruising TAS vs.
altitude:
> > > > > >
> > > > > >1. For a conventional Naturally-Aspirated engine configuration
with
> > > > > >standard magnetos. This needs to be at a fixed rpm and fixed
percent
> > > >power
> > > > > >below 8,000 ft. 75 percent power and 2500 rpm would be a
> >representative
> > > > > >condition. It is important that the rpm be held constant. I
have
> >some
> > > >data
> > > > > >like this, but only up to about 12,000 feet. I would like to get
> >data up
> > > >to
> > > > > >18,000.
> > > > > >
> > > > > >2. For a Naturally-Aspirated engine equipped with dual
electronic
> > > >ignition
> > > > > >that automatically advances the timing at low manifold pressures
> >under
> > > >the
> > > > > >same conditions as above. I have a suspicion that the slope of
the
> > > >airspeed
> > > > > >line above 8,000 feet is much lower than with fixed timing, but I
> >have
> > > > > >little data.
> > > > > >
> > > > > >3. A turbo-normalized engine (any turbocharged engine will do)
run
> >at a
> > > > > >fixed rpm and fixed percent power at all altitudes to at least
18,000
> >ft.
> > > >I
> > > > > >have reasonably good data (C-TR182) for this that shows a
straight
> >line
> > > >with
> > > > > >an 8 percent increase from 8,000 to 18,000.
> > > > > >
> > > > > >It would be nice if all three configurations were on an ES, but
other
> > > > > >airframes will also produce usable data. I have found that the
above
> > > >data
> > > > > >for certified aircraft closely matches each other, but I only
have
> > > >anecdotal
> > > > > >information for the dual electronic ignition version.
> > > > > >
> > > > > >Thanks,
> > > > > >
> > > > > >Gary Casey
> > > > > >
> > > > > >
> > > > >
> > > > >
> > > > > Scott Bilinski
> > > > > Eng dept 305
> > > > > Phone (858) 657-2536
> > > > > Pager (858) 502-5190
> > > > >
> > > > >
> > > >
> > > >
> > >
> > >
> > > Scott Bilinski
> > > Eng dept 305
> > > Phone (858) 657-2536
> > > Pager (858) 502-5190
> > >
> > >
> >
> >
>
>
> Scott Bilinski
> Eng dept 305
> Phone (858) 657-2536
> Pager (858) 502-5190
>
>
Message 4
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| Subject: | Re: Cruising airspeed |
--> Engines-List message posted by: Marvin Dupree <97corvette@cox.net>
so the cylinder with the least fuel flow is the richest? somehow, i
would have thought the opposite.
marv
On Monday, May 24, 2004, at 08:12 AM, Scott Bilinski wrote:
> --> Engines-List message posted by: Scott Bilinski
> <bilinski@kyocera-wireless.com>
>
> You peak each cylinder one at a time and write down the fuel flow at
> your
> favorite cruise power setting. Then call Air Flow Performance with the
> numbers and they will send you the proper jets/nozzles and what
> cylinder to
> put them in. Let me see if I remember........the cylinder with the
> highest
> fuel flow at peak EGT is the leanest.
>
>
> At 04:45 PM 5/21/2004 -0600, you wrote:
>> --> Engines-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
>>
>> Scott, tell us how you are able to determine fuel flow to each
>> cylinder?
>>
>> Vic
>> ----- Original Message -----
>> From: "Scott Bilinski" <bilinski@kyocera-wireless.com>
>> To: <engines-list@matronics.com>
>> Subject: Re: Engines-List: Cruising airspeed
>>
>>
>>> --> Engines-List message posted by: Scott Bilinski
>> <bilinski@kyocera-wireless.com>
>>>
>>> One thing I forgot to add is that the fuel flow to each cylinder is
>>> with
>> in
>>> .2 GPH.
>>>
>>>
>>> LightSpeed Plasma II dual ignition, Air Flow Performance Injection,
>>> on a
>> 360.
>>>
>>> At 08:35 AM 5/21/2004 -0600, you wrote:
>>>> --> Engines-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
>>>>
>>>> Scott, what EI's are you using?
>>>>
>>>> I assume you are running a Lyc 0-360?
>>>>
>>>> Are you using a carb or throttle body?
>>>>
>>>> Vic
>>>> ----- Original Message -----
>>>> From: "Scott Bilinski" <bilinski@kyocera-wireless.com>
>>>> To: <engines-list@matronics.com>
>>>> Subject: Re: Engines-List: Cruising airspeed
>>>>
>>>>
>>>>> --> Engines-List message posted by: Scott Bilinski
>>>> <bilinski@kyocera-wireless.com>
>>>>>
>>>>> For me, I cruise my RV-8a, 160 kts, 7GPH, dual EI, 60% power, 25
>>>>> LOP.
>>>> These
>>>>> numbers are good from 8.0 to 10.5 Have not flown over 10.5 yet
>>>>> so.....
>> I
>>>>> dont understand how this info will help you unless you get the
>> performance
>>>>> differences in percentage. For example, dual EI over mags is 3%
>>>>> faster
>> and
>>>>> 8% less fuel. With info like that you can make a much better
>> comparison.
>>>>> Might be better off to tell us what your end goal is and then an
>> expert
>>>>> like Mahlon can tell you how to get there and how much $$$ it will
>> cost.
>>>>> The numbers I gave you only apply to my RV-8a with a 3 blade, 151
>>>> WhirlWind
>>>>> prop all set ups are different.
>>>>>
>>>>>
>>>>> At 06:07 AM 5/21/2004 -0700, you wrote:
>>>>>> --> Engines-List message posted by: "Gary Casey"
>> <glcasey@adelphia.net>
>>>>>>
>>>>>> I'm doing some analysis of various powerplant options and would
>>>>>> like
>> to
>>>> know
>>>>>> if there is data available that documents cruising TAS vs.
>>>>>> altitude:
>>>>>>
>>>>>> 1. For a conventional Naturally-Aspirated engine configuration
>>>>>> with
>>>>>> standard magnetos. This needs to be at a fixed rpm and fixed
>>>>>> percent
>>>> power
>>>>>> below 8,000 ft. 75 percent power and 2500 rpm would be a
>> representative
>>>>>> condition. It is important that the rpm be held constant. I have
>> some
>>>> data
>>>>>> like this, but only up to about 12,000 feet. I would like to get
>> data up
>>>> to
>>>>>> 18,000.
>>>>>>
>>>>>> 2. For a Naturally-Aspirated engine equipped with dual electronic
>>>> ignition
>>>>>> that automatically advances the timing at low manifold pressures
>> under
>>>> the
>>>>>> same conditions as above. I have a suspicion that the slope of the
>>>> airspeed
>>>>>> line above 8,000 feet is much lower than with fixed timing, but I
>> have
>>>>>> little data.
>>>>>>
>>>>>> 3. A turbo-normalized engine (any turbocharged engine will do) run
>> at a
>>>>>> fixed rpm and fixed percent power at all altitudes to at least
>>>>>> 18,000
>> ft.
>>>> I
>>>>>> have reasonably good data (C-TR182) for this that shows a straight
>> line
>>>> with
>>>>>> an 8 percent increase from 8,000 to 18,000.
>>>>>>
>>>>>> It would be nice if all three configurations were on an ES, but
>>>>>> other
>>>>>> airframes will also produce usable data. I have found that the
>>>>>> above
>>>> data
>>>>>> for certified aircraft closely matches each other, but I only have
>>>> anecdotal
>>>>>> information for the dual electronic ignition version.
>>>>>>
>>>>>> Thanks,
>>>>>>
>>>>>> Gary Casey
>>>>>>
>>>>>>
>>>>>
>>>>>
>>>>> Scott Bilinski
>>>>> Eng dept 305
>>>>> Phone (858) 657-2536
>>>>> Pager (858) 502-5190
>>>>>
>>>>>
>>>>
>>>>
>>>
>>>
>>> Scott Bilinski
>>> Eng dept 305
>>> Phone (858) 657-2536
>>> Pager (858) 502-5190
>>>
>>>
>>
>>
>
>
> Scott Bilinski
> Eng dept 305
> Phone (858) 657-2536
> Pager (858) 502-5190
>
>
> >
>
>
Message 5
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| Subject: | Re: Cruising airspeed |
--> Engines-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
Thats correct.
At 08:28 AM 5/24/2004 -0600, you wrote:
>--> Engines-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
>
>Scott, I am assuming you are doing this peaking with EGT on each cylinder
>and with a single fuel flow meter which measures the fuel flow to all
>cylinders? Right ?
>
>Vic
>----- Original Message -----
>From: "Scott Bilinski" <bilinski@kyocera-wireless.com>
>To: <engines-list@matronics.com>
>Subject: Re: Engines-List: Cruising airspeed
>
>
> > --> Engines-List message posted by: Scott Bilinski
><bilinski@kyocera-wireless.com>
> >
> > You peak each cylinder one at a time and write down the fuel flow at your
> > favorite cruise power setting. Then call Air Flow Performance with the
> > numbers and they will send you the proper jets/nozzles and what cylinder
>to
> > put them in. Let me see if I remember........the cylinder with the highest
> > fuel flow at peak EGT is the leanest.
> >
> >
> > At 04:45 PM 5/21/2004 -0600, you wrote:
> > >--> Engines-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
> > >
> > >Scott, tell us how you are able to determine fuel flow to each
>cylinder?
> > >
> > >Vic
> > >----- Original Message -----
> > >From: "Scott Bilinski" <bilinski@kyocera-wireless.com>
> > >To: <engines-list@matronics.com>
> > >Subject: Re: Engines-List: Cruising airspeed
> > >
> > >
> > > > --> Engines-List message posted by: Scott Bilinski
> > ><bilinski@kyocera-wireless.com>
> > > >
> > > > One thing I forgot to add is that the fuel flow to each cylinder is
>with
> > >in
> > > > .2 GPH.
> > > >
> > > >
> > > > LightSpeed Plasma II dual ignition, Air Flow Performance Injection, on
>a
> > >360.
> > > >
> > > > At 08:35 AM 5/21/2004 -0600, you wrote:
> > > > >--> Engines-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
> > > > >
> > > > >Scott, what EI's are you using?
> > > > >
> > > > > I assume you are running a Lyc 0-360?
> > > > >
> > > > > Are you using a carb or throttle body?
> > > > >
> > > > >Vic
> > > > >----- Original Message -----
> > > > >From: "Scott Bilinski" <bilinski@kyocera-wireless.com>
> > > > >To: <engines-list@matronics.com>
> > > > >Subject: Re: Engines-List: Cruising airspeed
> > > > >
> > > > >
> > > > > > --> Engines-List message posted by: Scott Bilinski
> > > > ><bilinski@kyocera-wireless.com>
> > > > > >
> > > > > > For me, I cruise my RV-8a, 160 kts, 7GPH, dual EI, 60% power, 25
>LOP.
> > > > >These
> > > > > > numbers are good from 8.0 to 10.5 Have not flown over 10.5 yet
>so.....
> > >I
> > > > > > dont understand how this info will help you unless you get the
> > >performance
> > > > > > differences in percentage. For example, dual EI over mags is 3%
>faster
> > >and
> > > > > > 8% less fuel. With info like that you can make a much better
> > >comparison.
> > > > > > Might be better off to tell us what your end goal is and then an
> > >expert
> > > > > > like Mahlon can tell you how to get there and how much $$$ it will
> > >cost.
> > > > > > The numbers I gave you only apply to my RV-8a with a 3 blade, 151
> > > > >WhirlWind
> > > > > > prop all set ups are different.
> > > > > >
> > > > > >
> > > > > > At 06:07 AM 5/21/2004 -0700, you wrote:
> > > > > > >--> Engines-List message posted by: "Gary Casey"
> > ><glcasey@adelphia.net>
> > > > > > >
> > > > > > >I'm doing some analysis of various powerplant options and would
>like
> > >to
> > > > >know
> > > > > > >if there is data available that documents cruising TAS vs.
>altitude:
> > > > > > >
> > > > > > >1. For a conventional Naturally-Aspirated engine configuration
>with
> > > > > > >standard magnetos. This needs to be at a fixed rpm and fixed
>percent
> > > > >power
> > > > > > >below 8,000 ft. 75 percent power and 2500 rpm would be a
> > >representative
> > > > > > >condition. It is important that the rpm be held constant. I
>have
> > >some
> > > > >data
> > > > > > >like this, but only up to about 12,000 feet. I would like to get
> > >data up
> > > > >to
> > > > > > >18,000.
> > > > > > >
> > > > > > >2. For a Naturally-Aspirated engine equipped with dual
>electronic
> > > > >ignition
> > > > > > >that automatically advances the timing at low manifold pressures
> > >under
> > > > >the
> > > > > > >same conditions as above. I have a suspicion that the slope of
>the
> > > > >airspeed
> > > > > > >line above 8,000 feet is much lower than with fixed timing, but I
> > >have
> > > > > > >little data.
> > > > > > >
> > > > > > >3. A turbo-normalized engine (any turbocharged engine will do)
>run
> > >at a
> > > > > > >fixed rpm and fixed percent power at all altitudes to at least
>18,000
> > >ft.
> > > > >I
> > > > > > >have reasonably good data (C-TR182) for this that shows a
>straight
> > >line
> > > > >with
> > > > > > >an 8 percent increase from 8,000 to 18,000.
> > > > > > >
> > > > > > >It would be nice if all three configurations were on an ES, but
>other
> > > > > > >airframes will also produce usable data. I have found that the
>above
> > > > >data
> > > > > > >for certified aircraft closely matches each other, but I only
>have
> > > > >anecdotal
> > > > > > >information for the dual electronic ignition version.
> > > > > > >
> > > > > > >Thanks,
> > > > > > >
> > > > > > >Gary Casey
> > > > > > >
> > > > > > >
> > > > > >
> > > > > >
> > > > > > Scott Bilinski
> > > > > > Eng dept 305
> > > > > > Phone (858) 657-2536
> > > > > > Pager (858) 502-5190
> > > > > >
> > > > > >
> > > > >
> > > > >
> > > >
> > > >
> > > > Scott Bilinski
> > > > Eng dept 305
> > > > Phone (858) 657-2536
> > > > Pager (858) 502-5190
> > > >
> > > >
> > >
> > >
> >
> >
> > Scott Bilinski
> > Eng dept 305
> > Phone (858) 657-2536
> > Pager (858) 502-5190
> >
> >
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 6
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| Subject: | Re: Cruising airspeed |
--> Engines-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
Yea me to. Apparently the way it works is, the cylinder that peaks with the
highest fuel flow, means all the other cylinders are getting more fuel so
its the leanest.
At 10:15 AM 5/24/2004 -0500, you wrote:
>--> Engines-List message posted by: Marvin Dupree <97corvette@cox.net>
>
>so the cylinder with the least fuel flow is the richest? somehow, i
>would have thought the opposite.
>marv
>On Monday, May 24, 2004, at 08:12 AM, Scott Bilinski wrote:
>
> > --> Engines-List message posted by: Scott Bilinski
> > <bilinski@kyocera-wireless.com>
> >
> > You peak each cylinder one at a time and write down the fuel flow at
> > your
> > favorite cruise power setting. Then call Air Flow Performance with the
> > numbers and they will send you the proper jets/nozzles and what
> > cylinder to
> > put them in. Let me see if I remember........the cylinder with the
> > highest
> > fuel flow at peak EGT is the leanest.
> >
> >
> > At 04:45 PM 5/21/2004 -0600, you wrote:
> >> --> Engines-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
> >>
> >> Scott, tell us how you are able to determine fuel flow to each
> >> cylinder?
> >>
> >> Vic
> >> ----- Original Message -----
> >> From: "Scott Bilinski" <bilinski@kyocera-wireless.com>
> >> To: <engines-list@matronics.com>
> >> Subject: Re: Engines-List: Cruising airspeed
> >>
> >>
> >>> --> Engines-List message posted by: Scott Bilinski
> >> <bilinski@kyocera-wireless.com>
> >>>
> >>> One thing I forgot to add is that the fuel flow to each cylinder is
> >>> with
> >> in
> >>> .2 GPH.
> >>>
> >>>
> >>> LightSpeed Plasma II dual ignition, Air Flow Performance Injection,
> >>> on a
> >> 360.
> >>>
> >>> At 08:35 AM 5/21/2004 -0600, you wrote:
> >>>> --> Engines-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
> >>>>
> >>>> Scott, what EI's are you using?
> >>>>
> >>>> I assume you are running a Lyc 0-360?
> >>>>
> >>>> Are you using a carb or throttle body?
> >>>>
> >>>> Vic
> >>>> ----- Original Message -----
> >>>> From: "Scott Bilinski" <bilinski@kyocera-wireless.com>
> >>>> To: <engines-list@matronics.com>
> >>>> Subject: Re: Engines-List: Cruising airspeed
> >>>>
> >>>>
> >>>>> --> Engines-List message posted by: Scott Bilinski
> >>>> <bilinski@kyocera-wireless.com>
> >>>>>
> >>>>> For me, I cruise my RV-8a, 160 kts, 7GPH, dual EI, 60% power, 25
> >>>>> LOP.
> >>>> These
> >>>>> numbers are good from 8.0 to 10.5 Have not flown over 10.5 yet
> >>>>> so.....
> >> I
> >>>>> dont understand how this info will help you unless you get the
> >> performance
> >>>>> differences in percentage. For example, dual EI over mags is 3%
> >>>>> faster
> >> and
> >>>>> 8% less fuel. With info like that you can make a much better
> >> comparison.
> >>>>> Might be better off to tell us what your end goal is and then an
> >> expert
> >>>>> like Mahlon can tell you how to get there and how much $$$ it will
> >> cost.
> >>>>> The numbers I gave you only apply to my RV-8a with a 3 blade, 151
> >>>> WhirlWind
> >>>>> prop all set ups are different.
> >>>>>
> >>>>>
> >>>>> At 06:07 AM 5/21/2004 -0700, you wrote:
> >>>>>> --> Engines-List message posted by: "Gary Casey"
> >> <glcasey@adelphia.net>
> >>>>>>
> >>>>>> I'm doing some analysis of various powerplant options and would
> >>>>>> like
> >> to
> >>>> know
> >>>>>> if there is data available that documents cruising TAS vs.
> >>>>>> altitude:
> >>>>>>
> >>>>>> 1. For a conventional Naturally-Aspirated engine configuration
> >>>>>> with
> >>>>>> standard magnetos. This needs to be at a fixed rpm and fixed
> >>>>>> percent
> >>>> power
> >>>>>> below 8,000 ft. 75 percent power and 2500 rpm would be a
> >> representative
> >>>>>> condition. It is important that the rpm be held constant. I have
> >> some
> >>>> data
> >>>>>> like this, but only up to about 12,000 feet. I would like to get
> >> data up
> >>>> to
> >>>>>> 18,000.
> >>>>>>
> >>>>>> 2. For a Naturally-Aspirated engine equipped with dual electronic
> >>>> ignition
> >>>>>> that automatically advances the timing at low manifold pressures
> >> under
> >>>> the
> >>>>>> same conditions as above. I have a suspicion that the slope of the
> >>>> airspeed
> >>>>>> line above 8,000 feet is much lower than with fixed timing, but I
> >> have
> >>>>>> little data.
> >>>>>>
> >>>>>> 3. A turbo-normalized engine (any turbocharged engine will do) run
> >> at a
> >>>>>> fixed rpm and fixed percent power at all altitudes to at least
> >>>>>> 18,000
> >> ft.
> >>>> I
> >>>>>> have reasonably good data (C-TR182) for this that shows a straight
> >> line
> >>>> with
> >>>>>> an 8 percent increase from 8,000 to 18,000.
> >>>>>>
> >>>>>> It would be nice if all three configurations were on an ES, but
> >>>>>> other
> >>>>>> airframes will also produce usable data. I have found that the
> >>>>>> above
> >>>> data
> >>>>>> for certified aircraft closely matches each other, but I only have
> >>>> anecdotal
> >>>>>> information for the dual electronic ignition version.
> >>>>>>
> >>>>>> Thanks,
> >>>>>>
> >>>>>> Gary Casey
> >>>>>>
> >>>>>>
> >>>>>
> >>>>>
> >>>>> Scott Bilinski
> >>>>> Eng dept 305
> >>>>> Phone (858) 657-2536
> >>>>> Pager (858) 502-5190
> >>>>>
> >>>>>
> >>>>
> >>>>
> >>>
> >>>
> >>> Scott Bilinski
> >>> Eng dept 305
> >>> Phone (858) 657-2536
> >>> Pager (858) 502-5190
> >>>
> >>>
> >>
> >>
> >
> >
> > Scott Bilinski
> > Eng dept 305
> > Phone (858) 657-2536
> > Pager (858) 502-5190
> >
> >
> > >
> >
> >
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 7
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--> Engines-List message posted by: "kyle Ponsford" <wild_kyle@hotmail.com>
Lowell,
Kinda hard to miss read a WHITE plug! and I do mean chalky white. but no
aluminum particles.
the front plugs are so black and sooty they foul at about 4 hours.
it is hard for me to imagin guys flying the things like that.
If I could find a rotax service center that would give me the time of day I
would love to send in my plugs but all I get is alot of "I dont know" and
that is from the service guys! no curiosity, no advice, nothin. I had one
guy want me to send in my engine.
I'm not very happy with rotax about now only because I can't get a drop of
service help.
If anyone knows of a good outfit let me know.
thanks for the note.
Kyle
>From: "Lowell Fitt" <lcfitt@inreach.com>
>Reply-To: engines-list@matronics.com
>To: <engines-list@matronics.com>
>Subject: Re: Engines-List: Re: plugs
>Date: Mon, 24 May 2004 06:32:57 -0700
>
>--> Engines-List message posted by: "Lowell Fitt" <lcfitt@inreach.com>
>
>Kyle,
>
>This engine typically shows different colors on the plugs. I have 600
>hours on mine and fly with a three guys with the 912, all with similar
>numbers. One has the 100 hp S model. We all have this color discrepancy.
>Your white to sooty black sounds a little extreme, to be sure, but I am
>wondering if you are misreading the colors. Have you thought of sending
>the
>two plugs to a Rotax service center to get another set of eyes on them to
>determine if there really is a problem. This is just an issue that I have
>never heard of before and I have been monitoring a couple of lists for over
>ten years.
>
>Lowell
>----- Original Message -----
>From: "kyle Ponsford" <wild_kyle@hotmail.com>
>To: <engines-list@matronics.com>
>Subject: Re: Engines-List: Re: plugs
>
>
> > --> Engines-List message posted by: "kyle Ponsford"
><wild_kyle@hotmail.com>
> >
> >
> > sounds like you and I are at about the same place! I too have done the
>same
> > thing except the bolt.
> > I have just ordered some cooler plugs to put in the back, I am running
>NGK
> > DCPR7E and I am waiting for some 9E's which will run 2 steps cooler.
> > This works in my snowmachine quite well so I thought I would give it a
>try.
> > I will let you know how it goes.
> > Kyle
> >
> > >From: "Leo J. Corbalis" <leocorbalis@sbcglobal.net>
> > >Reply-To: engines-list@matronics.com
> > >To: <engines-list@matronics.com>
> > >Subject: Re: Engines-List: Re: plugs
> > >Date: Fri, 21 May 2004 09:10:09 -0700
> > >
> > >--> Engines-List message posted by: "Leo J. Corbalis"
> > ><leocorbalis@sbcglobal.net>
> > >
> > >
> > > > --> Engines-List message posted by: "kyle Ponsford"
> > ><wild_kyle@hotmail.com>
> > > >
> > > > Leo,
> > > > Now that sounds like a very scarry fix!
> > >
> > >OK I've tried a new left manifold,overhauled both carbs, put 2 3/16
>bolts
> > >thru the front leg of the manifold(actually gives some improvement),
>max
> > >size main jets and metering pins in 4 notch. Still swapping plugs.
> > >
> > >Please suggest something better !
> > >
> > >Leo Corbalis
> > >
> > >
> >
> > http://join.msn.click-url.com/go/onm00200362ave/direct/01/
> >
> >
>
>
http://join.msn.click-url.com/go/onm00200362ave/direct/01/
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