Today's Message Index:
----------------------
1. 06:06 PM - Re: Install Manifold Pressure? (Mike Lehman)
2. 07:50 PM - Re: Re: Install Manifold Pressure? (John Swartout)
3. 08:23 PM - Propeller question (OFF TOPIC) (John Swartout)
4. 09:08 PM - Re: Propeller question (OFF TOPIC) (LessDragProd@aol.com)
Message 1
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| Subject: | Re: Install Manifold Pressure? |
--> Engines-List message posted by: "Mike Lehman" <lehmans@sympatico.ca>
Several Lycoming installation drawings show 2 such ports (all I've seen are
1/8" NPT) identified as fuel drains. Can't say that I have ever noticed
but, I presume that the airframe manufacturer may elect to use the most
convenient port to drain accumulated fuel in the event of a fail to start.
Without an automatic valve that closes with intake manifold suction, this
drain would be a small unfiltered inlet air leak which the idle speed and
mixture adjustments would compensate for.
As Bob says, there will be some oil at the bottom of the plenum. At idle,
the pressure differential pushing oil down the intake valve guides is
greatest and the intake air flow flushing this oil into cylinders is least.
If one of these ports is used for manifold pressure, pick the highest one
and loop the hose to form a trap to help keep fluid from the gauge or
sensor. Maybe use transparent hose to see the accumulation easily.
Mike
--> Engines-List message posted by: n223b@comcast.net
Actually, on some engines there is a drain port that is normally plugged at
the
low point on the intake plenum. Don't use this is a manifold pressure port.
Amazingly, engine oil, probably from the intake guides, accumulates at the
bottom
of the intake manifold. If you tap into your intake manifold at the bottom
you'll eventually get oil in your manifold pressure sensing apparatus. Oil
in the MP system may or may not be a problem but I don't think its worth the
risk.
Bob
Message 2
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| Subject: | Re: Install Manifold Pressure? |
--> Engines-List message posted by: "John Swartout" <jgswartout@earthlink.net>
Thanks Gary and to all others who answered. My engine came with primer
to three of the four cylinders. The right rear cylinder port is
available for MP, so I will install a hose barb there. E-Mag supplies a
silicone hose for manifold pressure, so I will just look for a source of
the same stuff, when I get my P-Mags delivered, which should be any day
now. I was worried that windshield washer hose wouldn't stand up to the
heat, being a mere centimeter from the cylinder head. Vacuum hose
would, I'm sure, but silicone should be good to 450 degrees F or so.
I'll use a restrictor fitting just in case the hose should fail someday.
John
-----Original Message-----
From: owner-engines-list-server@matronics.com
[mailto:owner-engines-list-server@matronics.com] On Behalf Of Gary Casey
Subject: Engines-List: Re: Install Manifold Pressure?
--> Engines-List message posted by: "Gary Casey" <glcasey@adelphia.net>
<<My manifold pressure line is connected to the existing Lycoming primer
port
tap on the number 4 cylinder. I am told it is a standard plumbing NPT
(national pipe thread) thread pattern.
P.S. The primer is only piped to the two cylinders on the other side of
the
engine. The remaining primer port is plugged.>>
Yes, it is a standard 1/8 pipe thread. Some people feel it is desirable
to
run primer lines to all cylinders, which eliminates the port that could
be
used for MAP. Also, connecting the MAP to a common point in the plenum
will
give a more representative pressure with less pulsations. This was
actually
certified as a service bulletin on the Cessna TR182 as a fix for a
pulsating
gauge. Problem is on a lot of engines there is no port available to do
this
without making one. Not hard to do, but with a certified installation
not
likely to be approved.
Gary Casey
Message 3
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| Subject: | Propeller question (OFF TOPIC) |
--> Engines-List message posted by: "John Swartout" <jgswartout@earthlink.net>
Sorry for posting this slightly off-topic question here, but there isn't
a Matronics PROPELLER list, yet, and last time I checked, propellers are
attached directly to the engine [:-]
According to Nathan Richmond of Cubcrafters, in the Cubcrafters forum
five years ago, they have sold McCauley 1P235AFA8442 propellers for
experimental Super Cubs with 180 hp engines, and the performance was
superior to anything certified for that engine/airframe in climb and
cruise. That propeller is certified only for Lycoming O-540 and IO-540
series engines with one 5th and one 6th-order crankshaft damper
configuration (up to 260 hp @2700 rpm.)
According to one source, "There are about a half a dozen or more 180 hp
cubs here in Alaska that are flying this prop. The guys that have them,
got a field approval about two years ago. [c. 1998] It started off with
just a couple of guys and then got out of hand so the FAA clamped down.
They will no longer field approve them. From what the owner/pilots say
they really like this prop. Better take off, cruise, two turns off the
trim crank. Greg"
Since there is not going to be any vibration testing of this propeller
on O-360 engines, it appears that all we have as a database is the
experience of the half dozen or so planes with this combination. Has
anyone ever heard of a prop failure in this little group?
Second question. I don't know what a "5th order and 6th order
crankshaft damper configuration" is, and wonder if there is any
comparability between that and the "dynamically balanced VAR crankshaft"
in my Mattituck TMX-0360 engine.
I would like to use this propeller, but don't particularly want to die
proving to myself how great it is.
Thanks in advance to all who may have light to shed.
John
Message 4
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| Subject: | Re: Propeller question (OFF TOPIC) |
--> Engines-List message posted by: LessDragProd@aol.com
Hi All,
There are two MT propellers available for the Lycoming 360 engine. Any
Lycoming 360 engine.
No mid range RPM restriction on any Lycoming 360 engine.
There is an aluminum 2 blade CS MT Propeller. MTV-15-B/183-402
Propeller and spinner weigh around 56 pounds.
List price - $6,399 plus shipping and any applicable sales tax.
There is also the 3 blade CS MT Propeller. MTV-12-B/183-59b
Propeller and spinner weigh around 44 pounds.
List Price - $9,380 plus shipping and any applicable sales tax.
Click on _www.lessdrag.com_ (http://www.lessdrag.com) and go to the
"Lycoming 360 propeller" page.
The vibration survey has already been completed, so you will NOT be testing
an unproven propeller design.
Regards,
Jim Ayers
In a message dated 05/22/2005 8:24:21 PM Pacific Daylight Time,
jgswartout@earthlink.net writes:
--> Engines-List message posted by: "John Swartout"
<jgswartout@earthlink.net>
Sorry for posting this slightly off-topic question here, but there isn't
a Matronics PROPELLER list, yet, and last time I checked, propellers are
attached directly to the engine [:-]
According to Nathan Richmond of Cubcrafters, in the Cubcrafters forum
five years ago, they have sold McCauley 1P235AFA8442 propellers for
experimental Super Cubs with 180 hp engines, and the performance was
superior to anything certified for that engine/airframe in climb and
cruise. That propeller is certified only for Lycoming O-540 and IO-540
series engines with one 5th and one 6th-order crankshaft damper
configuration (up to 260 hp @2700 rpm.)
According to one source, "There are about a half a dozen or more 180 hp
cubs here in Alaska that are flying this prop. The guys that have them,
got a field approval about two years ago. [c. 1998] It started off with
just a couple of guys and then got out of hand so the FAA clamped down.
They will no longer field approve them. From what the owner/pilots say
they really like this prop. Better take off, cruise, two turns off the
trim crank. Greg"
Since there is not going to be any vibration testing of this propeller
on O-360 engines, it appears that all we have as a database is the
experience of the half dozen or so planes with this combination. Has
anyone ever heard of a prop failure in this little group?
Second question. I don't know what a "5th order and 6th order
crankshaft damper configuration" is, and wonder if there is any
comparability between that and the "dynamically balanced VAR crankshaft"
in my Mattituck TMX-0360 engine.
I would like to use this propeller, but don't particularly want to die
proving to myself how great it is.
Thanks in advance to all who may have light to shed.
John
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