Today's Message Index:
----------------------
1. 04:36 AM - oil pressure switch for hobbs (rd2@evenlink.com)
2. 05:49 AM - O-360 Flywheel (Dave Durakovich)
3. 06:18 AM - #3 cylinder temperature (Gary Casey)
Message 1
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| Subject: | oil pressure switch for hobbs |
--> Engines-List message posted by: rd2@evenlink.com
Can anyone direct me to a link for an oil pressure switch to be used in
production aircraft? We got one recently, but it turned out it's for
experimental only, with no paperwork. We need a tso'd product.
Rumen
Message 2
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--> Engines-List message posted by: Dave Durakovich <ddurakovich@yahoo.com>
Anyone have an idea of appropriate part numbers for a flywheel for an O-360?
Plain jane, no de-ice, etc., but do need alternator belt (standard size!) capabilities.
Going on a RV-4....
Thanks,
Dave
Message 3
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| Subject: | #3 cylinder temperature |
--> Engines-List message posted by: "Gary Casey" <glcasey@adelphia.net>
<<On my plane (Tiger, O360-A4K, new Lycoming cylinders, ported and
polished),
> I've noticed that #3 CHT goes up faster than the others during climb>>
There are couple of things to look at.
1. Are all the probes the same? Sometimes a spark plug probe will be used
on the cylinder that incorporates the original cylinder head temperature
probe and that spark plug location is inherently hotter than the normal
probe position. This cylinder is the #3 on many planes, as that cylinder
seems to be the hot one, being picked by the OEM for the probe location.
The solution is to get a "piggy-back" probe from JPI, which allows the OEM
probe to be mounted at the same location as the JPI probe.
2. The back side of the #3 cylinder (actually the intake side of all
cylinders) has essentially no air flow passages. Many planes use a flat
aluminum shroud in that area, blocking any air flow around the back side of
the #3 cylinder. As soon as you look you'll see what I'm talking about.
The solution is to bend the shroud to the rear by maybe 1/4 inch, which
seems to be enough to cool the cylinder. The front side of #2 has the same
problem, but is rarely the hot cylinder as that one gets the first chance at
incoming air.
Gary Casey
C177RG, Lancair ES project
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