Today's Message Index:
----------------------
0. 12:22 AM - Just A Few More Days To Make Your List Contribution... (Matt Dralle)
1. 10:14 AM - Re: Engine Shut Down (Lynn Matteson)
2. 12:06 PM - Re: Engine Shut Down (FLYaDIVE)
3. 01:01 PM - Re: Engine Shut Down (Noel Loveys)
4. 01:26 PM - Re: Engine Shut Down (Martin Hone)
5. 01:45 PM - Re: Engine Shut Down (BobsV35B@aol.com)
6. 03:12 PM - Re: Engine Shut Down (FLYaDIVE)
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| Subject: | Just A Few More Days To Make Your List Contribution... |
There is less than a week left in this year's List Fund Raiser and only a few short
days to grab one of the great Contribution Gifts available this year. Support
is still significantly lagging behind last year at this point but hopefully
it will pick up here towards the end. Please remember that it is solely the
Contributions of List members that keeps the Lists up and running as there
is no commercialism or advertising on the Matronics Lists and Forums.
The List Contribution web site is secure, fast, and easy and you can use a credit
card, Paypal, or a personal check:
http://www.matronics.com/contribution
Or, drop a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
Livermore CA 94550
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I want to thank everyone that has already made a generous contribution to support
the Lists!
Thank you!
Matt Dralle
Matronics EMail List and Forum Administrator
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| Subject: | Re: Engine Shut Down |
Tryptophan....from the turkey.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062
Sensenich 62"x46" Wood (summer)
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: flying...1070 hrs (since 3-27-2006)
>
> Happy Thanksgiving, Ya-All
>
> What Non-Alcoholic - Thanksgiving Chemical makes OLDER people sleep?
> I say OLDER because you can't prove it with my Nephews :-)
>
> Barry
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| Subject: | Re: Engine Shut Down |
Very Good Lynn....
Easy to see you are not O.D.ing on turkey as yet...
Move to the head of the class ;-)
Me, I will be indulging in a bit of the grape, ALL the fixings and a few
slices of home made pumpkin & apple pie.
My sleep will come from over indulgence and family ;-)
To me Thanksgiving is the best holiday of the year.
And the most fun is Halloween.
Happy Thanksgiving All
Barry
On Wed, Nov 24, 2010 at 1:12 PM, Lynn Matteson <lynnmatt@jps.net> wrote:
>
> Tryptophan....from the turkey.
>
> Lynn Matteson
> Kitfox IV Speedster, taildragger
> Jabiru 2200, #2062
> Sensenich 62"x46" Wood (summer)
> Electroair direct-fire ignition system
> Rotec TBI-40 injection
> Status: flying...1070 hrs (since 3-27-2006)
>
>
>> Happy Thanksgiving, Ya-All
>>
>> What Non-Alcoholic - Thanksgiving Chemical makes OLDER people sleep?
>> I say OLDER because you can't prove it with my Nephews :-)
>>
>> Barry
>>
>
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| Subject: | Engine Shut Down |
Let's see... P&W 4360... Lots of different configurations but a 28 cyl
version was geared .3:1 so a close estimation of the crank speed would be
around 6000 rpm. The 1830 twin Wasp is also geared but closer to 2:3 would
give a WOT somewhere under 5000rpm.
For those of you who like the lycoming and Continental when you see a G in
the suffix of the engine size that usually means it is gear driven and the
crank turns at higher speed than the prop... Sound familiar???
Just google some of the Radials and it is there in the specs While you're
at it Google Rolls Royce Merlin 0.42:1
Noel
From: owner-jabiruengine-list-server@matronics.com
[mailto:owner-jabiruengine-list-server@matronics.com] On Behalf Of Martin
Hone
Sent: November 23, 2010 5:46 PM
Subject: Re: JabiruEngine-List: Engine Shut Down
Sorry, I know this is off topic, but it is an interesting discussion. I
have to ask you Noel, what aircooled gear-driven radials run at 912 speeds,
given the 912 produces max torque around 4800 rpm ? :-)
Martin
On Wed, Nov 24, 2010 at 2:45 AM, Noel Loveys <noelloveys@yahoo.ca> wrote:
Ok but you did ask about fuel injected engines..
With non-injected engines they will "ping" just about all the time but you
will only be able to notice it when the rpm and load are in specific
quantities. For instance a friend of mine many years ago had a Ford 500
with the 390 4bbl., dual low resistance exhausts and mo doubt a few other
goodies on it. It had a real problem for we idiot speed demons, it
backfired like a mule after 90 mph. That was long before it really got
producing what it could. After trying everything to stop the backfiring my
friend finally got rid of the car. Several years later the Royal
Newfoundland Constabulary had the same problem with a factory built hotrod
they got from GM. The Constab, had their own fuel supply so they knew it
was high octane. GM technicians from the factory spent two weeks working on
the car until they had exhausted ( pardon the pun) every possibility. One
of the technicians then sent a sample of the fuel back to GM for a flash
test.... It was low-low octane. The Constabulary then decided to test all
the high octane tanks in the area, of some fifty tanks tested only one
actually had high octane fuel. The Constabulary then charged their test lab
with fixing octane numbers and sent notification to all the oil companies
servicing the province with warning that their fuel would be tested on a
regular basis. The reply they got form their supplier was that they would
no longer do octane testing for the Constabulary.
The reason conventionally aspirated direct drive aircraft engines get away,
most of the time, with lower octane fuel is they are specifically tuned to
operate at high throttle settings for extended periods of time. They are
also designed to mostly work at lower rpm with a much flatter torque curve
than a conventional auto engine. Of course those engines are only certified
to use specific fuels so the question is a bit mute. They are also
generally high displacement for the power they deliver. The interesting
thing with the big radials is they develop so much heat they actually change
shape in different phases of flight. Descent is a particularly touchy time
as it is dangerous to allow the engine to cool too much as you may need the
power on short notice and drawing power form a cold engine is a recipe for
not too much fun.
There are also many large air-cooled gear driven radial engines which rev to
the territory of the 912 and it was not uncommon for them to blow jugs on
flights even with the certified fuels. In fact there used to be a running
joke that you could always tell the mechanic at an airport because he was
the one who drove the biggest, most expensive or fastest car. He made his
money replacing cylinders on corn cob radials. ;->
Back from the diversion.... The engines we use (912 UL etc.) are designed
to operate efficiently in the extended rpm envelope using fuels of lower
octane. Those engines which use higher compression ratios and/or turbo
charging ( 914 etc.) are designed to operate on higher octane no lead auto
fuels. This is great as long as such fuels are available. The problem we
are now coming into is the extended use of ethanol, both as an oxidizer and
an octane booster... don't start me on that one!
Noel
From: owner-jabiruengine-list-server@matronics.com
[mailto:owner-jabiruengine-list-server@matronics.com] On Behalf Of FLYaDIVE
Sent: November 21, 2010 8:08 PM
Subject: Re: JabiruEngine-List: Engine Shut Down
Noel:
So how do you explain it for NON-Fuel Injected engines?
Or engines WITHOUT anti-knock equipment?
And even those fuel injected engine WITHOUT electric injectors?
Remember... I said it was a LOADED QUESTION :-)
Barry
On Sun, Nov 21, 2010 at 10:56 AM, Noel Loveys <noelloveys@yahoo.ca> wrote:
Barry:
I think you answered your own question. The fuel injectors are electrically
operated. They spray a fine mist of fuel into the cylinders just before the
spark is given. Spraying cold fuel into the cylinder at that time causes
the cylinder to cool a little ( may or may not be appreciable ) but also it
means there isn't any fuel there detonate. Anti knock detectors will also
adjust the timing of the fuel injection to prevent knocking.
Noel
Loaded Question: If the flash point of gas is so low, below that of
internal CHT why do we not Pre-Ignition all the time?
Barry
On Fri, Nov 19, 2010 at 9:27 PM, <zeprep251@aol.com> wrote:
Mike,
If you have a mixture control on your carburetor you could shut it off that
way.But if you want to kill it by turning off the fuel selector,be prepared
to wait for a couple minutes for the fuel bowl on the Bing to run dry.
General aviation engines run a couple hundred degrees higher cylinder head
temps and would run on with out spark ignition,you had to starve it of fuel
to kill it.
G.Aman Jabiru 2200A 600 hrs
-----Original Message-----
From: MHerder <michaelherder@beckgroup.com>
Sent: Thu, Nov 18, 2010 9:44 pm
Subject: JabiruEngine-List: Engine Shut Down
<michaelherder@beckgroup.com>
Manual on my 3300 says just turn the ignition off to shut it down... Any
reason
why we should or shouldn't be shutting it off buy shutting off the fuel?
--------
One Rivet at a Time!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=319979#319979
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| Subject: | Re: Engine Shut Down |
Sorry Noel, 6000 engine rpm because the the reduction ratio is 3:1 ?
No way.......
Here are some facts.....and bear in mind this is a small engine compared to
the Lycoming R7750 -
The Wasp Major engine was developed near the end of World War II to power
the Boeing B-50, an improved version of the successful B-29 Superfortress.
The R-4360 is a 28-cylinder, air-cooled radial engine that produces a
maximum of 3,500 hp and weighs approximately 3,500 pounds (1,575 kg).
R-4360s have been used to power various post-WWII USAF bombers,
cargo/transports and aerial tankers, including the B-36 bomber, the B-35
Flying Wing, the C-74 Globemaster, the C-97 Stratofreighter, the
Consolidated XC-99, the C-119 Flying Boxcar and the C-124 Globemaster II
aircraft. It represents the most technically advanced and complex
reciprocating aircraft engine produced in large numbers in the United
States. The passing of the KC-97 and C-97 series aircraft from Air Force
inventory in the late 1970s marked the closing of the era of both the large
piston engine and the turbo-supercharger within the USAF.
TECHNICAL NOTES:
Model: R-4360-4
Type: 28-cylinder, four row, air-cooled radial
Displacement: 4,360 cu. in.
Weight: 3,404 lbs.
*Maximum rpm: 2,700 *
Maximum hp: 3,500
I think we are done with this and should get back onto talking Jab stuff ,
interesting as it may be...............
Martin
On Thu, Nov 25, 2010 at 6:57 AM, Noel Loveys <noelloveys@yahoo.ca> wrote:
> Let=92s see... P&W 4360... Lots of different configurations but a 28 cy
l
> version was geared .3:1 so a close estimation of the crank speed would be
> around 6000 rpm. The 1830 twin Wasp is also geared but closer to 2:3
would
> give a WOT somewhere under 5000rpm.
>
>
> For those of you who like the lycoming and Continental when you see a G i
n
> the suffix of the engine size that usually means it is gear driven and th
e
> crank turns at higher speed than the prop... Sound familiar???
>
>
> Just google some of the Radials and it is there in the specs While you
=92re
> at it Google Rolls Royce Merlin 0.42:1
>
>
> Noel
>
>
> From: owner-jabiruengine-list-server@matronics.com
> [mailto:owner-jabiruengine-list-server@matronics.com] On Behalf Of Martin
> Hone
> Sent: November 23, 2010 5:46 PM
>
> To: jabiruengine-list@matronics.com
> Subject: Re: JabiruEngine-List: Engine Shut Down
>
>
> Sorry, I know this is off topic, but it is an interesting discussion. I
> have to ask you Noel, what aircooled gear-driven radials run at 912
speeds,
> given the 912 produces max torque around 4800 rpm ? :-)
>
>
> Martin
>
> On Wed, Nov 24, 2010 at 2:45 AM, Noel Loveys <noelloveys@yahoo.ca> wrote:
>
> Ok but you did ask about fuel injected engines..
>
>
> With non-injected engines they will =93ping=94 just about all the time bu
t you
> will only be able to notice it when the rpm and load are in specific
> quantities. For instance a friend of mine many years ago had a Ford 500
> with the 390 4bbl., dual low resistance exhausts and mo doubt a few other
> goodies on it. It had a real problem for we idiot speed demons, it
> backfired like a mule after 90 mph. That was long before it really got
> producing what it could. After trying everything to stop the backfiring
my
> friend finally got rid of the car. Several years later the Royal
> Newfoundland Constabulary had the same problem with a factory built hotro
d
> they got from GM. The Constab, had their own fuel supply so they knew it
> was high octane. GM technicians from the factory spent two weeks working
on
> the car until they had exhausted ( pardon the pun) every possibility. On
e
> of the technicians then sent a sample of the fuel back to GM for a flash
> test.... It was low-low octane. The Constabulary then decided to test
all
> the high octane tanks in the area, of some fifty tanks tested only one
> actually had high octane fuel. The Constabulary then charged their test
lab
> with fixing octane numbers and sent notification to all the oil companies
> servicing the province with warning that their fuel would be tested on a
> regular basis. The reply they got form their supplier was that they woul
d
> no longer do octane testing for the Constabulary.
>
>
> The reason conventionally aspirated direct drive aircraft engines get
away,
> most of the time, with lower octane fuel is they are specifically tuned t
o
> operate at high throttle settings for extended periods of time. They are
> also designed to mostly work at lower rpm with a much flatter torque curv
e
> than a conventional auto engine. Of course those engines are only
certified
> to use specific fuels so the question is a bit mute. They are also
> generally high displacement for the power they deliver. The interesting
> thing with the big radials is they develop so much heat they actually
change
> shape in different phases of flight. Descent is a particularly touchy
time
> as it is dangerous to allow the engine to cool too much as you may need
the
> power on short notice and drawing power form a cold engine is a recipe fo
r
> not too much fun.
>
>
> There are also many large air-cooled gear driven radial engines which rev
to
> the territory of the 912 and it was not uncommon for them to blow jugs on
> flights even with the certified fuels. In fact there used to be a runnin
g
> joke that you could always tell the mechanic at an airport because he was
> the one who drove the biggest, most expensive or fastest car. He made hi
s
> money replacing cylinders on corn cob radials. ;->
>
>
> Back from the diversion.... The engines we use (912 UL etc.) are designe
d
> to operate efficiently in the extended rpm envelope using fuels of lower
> octane. Those engines which use higher compression ratios and/or turbo
> charging ( 914 etc.) are designed to operate on higher octane no lead aut
o
> fuels. This is great as long as such fuels are available. The problem
we
> are now coming into is the extended use of ethanol, both as an oxidizer
and
> an octane booster... don=92t start me on that one!
>
>
> Noel
>
>
> From: owner-jabiruengine-list-server@matronics.com
> [mailto:owner-jabiruengine-list-server@matronics.com] On Behalf Of
FLYaDIVE
> Sent: November 21, 2010 8:08 PM
> To: jabiruengine-list@matronics.com
> Subject: Re: JabiruEngine-List: Engine Shut Down
>
>
> Noel:
>
>
> So how do you explain it for NON-Fuel Injected engines?
>
> Or engines WITHOUT anti-knock equipment?
>
> And even those fuel injected engine WITHOUT electric injectors?
>
>
> Remember... I said it was a LOADED QUESTION :-)
>
>
> Barry
>
>
> On Sun, Nov 21, 2010 at 10:56 AM, Noel Loveys <noelloveys@yahoo.ca> wrote
:
>
> Barry:
>
>
> I think you answered your own question. The fuel injectors are
electrically
> operated. They spray a fine mist of fuel into the cylinders just before
the
> spark is given. Spraying cold fuel into the cylinder at that time causes
> the cylinder to cool a little ( may or may not be appreciable ) but also
it
> means there isn=92t any fuel there detonate. Anti knock detectors will a
lso
> adjust the timing of the fuel injection to prevent knocking.
>
>
> Noel
>
>
> Loaded Question: If the flash point of gas is so low, below that of
> internal CHT why do we not Pre-Ignition all the time?
>
>
> Barry
>
>
> On Fri, Nov 19, 2010 at 9:27 PM, <zeprep251@aol.com> wrote:
>
> Mike,
> If you have a mixture control on your carburetor you could shut it off
that
> way.But if you want to kill it by turning off the fuel selector,be
prepared
> to wait for a couple minutes for the fuel bowl on the Bing to run dry.
> General aviation engines run a couple hundred degrees higher cylinder hea
d
> temps and would run on with out spark ignition,you had to starve it of
fuel
> to kill it.
> G.Aman Jabiru 2200A 600 hrs
>
>
> -----Original Message-----
> From: MHerder <michaelherder@beckgroup.com>
> To: jabiruengine-list <jabiruengine-list@matronics.com>
> Sent: Thu, Nov 18, 2010 9:44 pm
> Subject: JabiruEngine-List: Engine Shut Down
>
> <michaelherder@beckgroup.com>
>
>
> Manual on my 3300 says just turn the ignition off to shut it down... Any
> reason
>
>
> why we should or shouldn't be shutting it off buy shutting off the fuel?
>
>
> --------
>
>
> One Rivet at a Time!
>
>
> Read this topic online here:
>
>
> http://forums.matronics.com/viewtopic.php?p=319979#319979
>
>
> ==========
>
>
> _blank">www.aeroelectric.com
>
>
> " target="_blank">www.buildersbooks.com
>
>
> ="_blank">www.homebuilthelp.com
>
>
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>
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st
>
>
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>
>
> tp://forums.matronics.com
>
>
> ==========
>
>
> _blank">www.aeroelectric.com
>
> .com" target="_blank">www.buildersbooks.com
>
> ="_blank">www.homebuilthelp.com
>
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>
> ist" target="_blank">http://www.matronics.com/Navigator?JabiruEngine-Li
st
>
> tp://forums.matronics.com
>
>
> www.aeroelectric.com
>
> www.buildersbooks.com
>
> www.homebuilthelp.com
>
> http://www.matronics.com/contribution
>
>
> http://www.matronics.com/Navigator?JabiruEngine-List
>
> http://forums.matronics.com
>
>
> _blank">www.aeroelectric.com
>
> .com" target="_blank">www.buildersbooks.com
>
> ="_blank">www.homebuilthelp.com
>
> _blank">http://www.matronics.com/contribution
>
> ist" target="_blank">http://www.matronics.com/Navigator?JabiruEngine-Li
st
>
> tp://forums.matronics.com
>
>
> www.aeroelectric.com
>
> www.buildersbooks.com
>
> www.homebuilthelp.com
>
> http://www.matronics.com/contribution
>
>
> http://www.matronics.com/Navigator?JabiruEngine-List
>
> http://forums.matronics.com
>
>
> _blank">www.aeroelectric.com
>
> .com" target="_blank">www.buildersbooks.com
>
> ="_blank">www.homebuilthelp.com
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>
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st
>
> tp://forums.matronics.com
>
>
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>
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>
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>
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| Subject: | Re: Engine Shut Down |
Good Afternoon Noel,
I think we have the gear ratio working in the wrong direction! The RPM
given in the data sheet is for the engine shaft. It will turn a maximum of
2900
in the R3350TC version. My recollection without looking it up is that the
gear reduction was 16/9. When the engine was turning 1600 RPM, the
propellor shaft was turning 900 RPM. You could almost see the individual
blades!
The reduction gearing did vary on a few models, but the prop always turne
d
slower than the engine.
I will check the TC Data and see what the Corn Cob turned,
Happy Skies,
Old Bob
In a message dated 11/24/2010 3:02:11 P.M. Central Standard Time,
noelloveys@yahoo.ca writes:
Let=99s see... P&W 4360... Lots of different configurations but
a 28 cyl
version was geared .3:1 so a close estimation of the crank speed would be
around 6000 rpm. The 1830 twin Wasp is also geared but closer to 2:3 wou
ld
give a WOT somewhere under 5000rpm.
For those of you who like the lycoming and Continental when you see a G
in
the suffix of the engine size that usually means it is gear driven and th
e
crank turns at higher speed than the prop... Sound familiar???
Just google some of the Radials and it is there in the specs While you
=99re
at it Google Rolls Royce Merlin 0.42:1
Noel
Message 6
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| Subject: | Re: Engine Shut Down |
Noel:
Here are a couple of links that do a good job of explaining the P&W R-4360.
http://www.enginehistory.org/r-4360ops1.htm
>From this site you will see 2700 RPM is basic for the engine.
Remember this is 1940's 50's time period they did not do 5K RPM,think of
their Tachs.
This site gives the gear ratio of REDUCING the engines RPM to keep the prop
tip speed below supersonic.
http://en.wikipedia.org/wiki/Pratt_&_Whitney_R-4360
The Ratio is: 0.375:1, engine to prop
And the Super Charger, well that had a 6.374:1
Barry
On Wed, Nov 24, 2010 at 3:57 PM, Noel Loveys <noelloveys@yahoo.ca> wrote:
> Let=92s see... P&W 4360... Lots of different configurations but a 28 c
yl
> version was geared .3:1 so a close estimation of the crank speed would be
> around 6000 rpm. The 1830 twin Wasp is also geared but closer to 2:3 wou
ld
> give a WOT somewhere under 5000rpm.
>
>
> For those of you who like the lycoming and Continental when you see a G i
n
> the suffix of the engine size that usually means it is gear driven and th
e
> crank turns at higher speed than the prop... Sound familiar???
>
>
> Just google some of the Radials and it is there in the specs While you
=92re
> at it Google Rolls Royce Merlin 0.42:1
>
>
> Noel
>
>
> *From:* owner-jabiruengine-list-server@matronics.com [mailto:
> owner-jabiruengine-list-server@matronics.com] *On Behalf Of *Martin Hone
> *Sent:* November 23, 2010 5:46 PM
>
> *To:* jabiruengine-list@matronics.com
> *Subject:* Re: JabiruEngine-List: Engine Shut Down
>
>
> Sorry, I know this is off topic, but it is an interesting discussion. I
> have to ask you Noel, what aircooled gear-driven radials run at 912 speed
s,
> given the 912 produces max torque around 4800 rpm ? :-)
>
>
> Martin
>
> On Wed, Nov 24, 2010 at 2:45 AM, Noel Loveys <noelloveys@yahoo.ca> wrote:
>
> Ok but you did ask about fuel injected engines..
>
>
> With non-injected engines they will =93ping=94 just about all the time bu
t you
> will only be able to notice it when the rpm and load are in specific
> quantities. For instance a friend of mine many years ago had a Ford 500
> with the 390 4bbl., dual low resistance exhausts and mo doubt a few other
> goodies on it. It had a real problem for we idiot speed demons, it
> backfired like a mule after 90 mph. That was long before it really got
> producing what it could. After trying everything to stop the backfiring
my
> friend finally got rid of the car. Several years later the Royal
> Newfoundland Constabulary had the same problem with a factory built hotro
d
> they got from GM. The Constab, had their own fuel supply so they knew it
> was high octane. GM technicians from the factory spent two weeks working
on
> the car until they had exhausted ( pardon the pun) every possibility. On
e
> of the technicians then sent a sample of the fuel back to GM for a flash
> test.... It was low-low octane. The Constabulary then decided to test a
ll
> the high octane tanks in the area, of some fifty tanks tested only one
> actually had high octane fuel. The Constabulary then charged their test
lab
> with fixing octane numbers and sent notification to all the oil companies
> servicing the province with warning that their fuel would be tested on a
> regular basis. The reply they got form their supplier was that they woul
d
> no longer do octane testing for the Constabulary.
>
>
> The reason conventionally aspirated direct drive aircraft engines get awa
y,
> most of the time, with lower octane fuel is they are specifically tuned t
o
> operate at high throttle settings for extended periods of time. They are
> also designed to mostly work at lower rpm with a much flatter torque curv
e
> than a conventional auto engine. Of course those engines are only certif
ied
> to use specific fuels so the question is a bit mute. They are also
> generally high displacement for the power they deliver. The interesting
> thing with the big radials is they develop so much heat they actually cha
nge
> shape in different phases of flight. Descent is a particularly touchy ti
me
> as it is dangerous to allow the engine to cool too much as you may need t
he
> power on short notice and drawing power form a cold engine is a recipe fo
r
> not too much fun.
>
>
> There are also many large air-cooled gear driven radial engines which rev
> to the territory of the 912 and it was not uncommon for them to blow jugs
on
> flights even with the certified fuels. In fact there used to be a runnin
g
> joke that you could always tell the mechanic at an airport because he was
> the one who drove the biggest, most expensive or fastest car. He made hi
s
> money replacing cylinders on corn cob radials. ;->
>
>
> Back from the diversion.... The engines we use (912 UL etc.) are designe
d
> to operate efficiently in the extended rpm envelope using fuels of lower
> octane. Those engines which use higher compression ratios and/or turbo
> charging ( 914 etc.) are designed to operate on higher octane no lead aut
o
> fuels. This is great as long as such fuels are available. The problem
we
> are now coming into is the extended use of ethanol, both as an oxidizer a
nd
> an octane booster... don=92t start me on that one!
>
>
> Noel
>
>
> *From:* owner-jabiruengine-list-server@matronics.com [mailto:
> owner-jabiruengine-list-server@matronics.com] *On Behalf Of *FLYaDIVE
> *Sent:* November 21, 2010 8:08 PM
> *To:* jabiruengine-list@matronics.com
> *Subject:* Re: JabiruEngine-List: Engine Shut Down
>
>
> Noel:
>
>
> So how do you explain it for NON-Fuel Injected engines?
>
> Or engines WITHOUT anti-knock equipment?
>
> And even those fuel injected engine WITHOUT electric injectors?
>
>
> Remember... I said it was a LOADED QUESTION :-)
>
>
> Barry
>
>
> On Sun, Nov 21, 2010 at 10:56 AM, Noel Loveys <noelloveys@yahoo.ca> wrote
:
>
> Barry:
>
>
> I think you answered your own question. The fuel injectors are
> electrically operated. They spray a fine mist of fuel into the cylinders
> just before the spark is given. Spraying cold fuel into the cylinder at
> that time causes the cylinder to cool a little ( may or may not be
> appreciable ) but also it means there isn=92t any fuel there detonate.
Anti
> knock detectors will also adjust the timing of the fuel injection to prev
ent
> knocking.
>
>
> Noel
>
>
> Loaded Question: If the flash point of gas is so low, below that of
> internal CHT why do we not Pre-Ignition all the time?
>
>
> Barry
>
>
> On Fri, Nov 19, 2010 at 9:27 PM, <zeprep251@aol.com> wrote:
>
> Mike,
> If you have a mixture control on your carburetor you could shut it off th
at
> way.But if you want to kill it by turning off the fuel selector,be prepar
ed
> to wait for a couple minutes for the fuel bowl on the Bing to run dry.
> General aviation engines run a couple hundred degrees higher cylinder hea
d
> temps and would run on with out spark ignition,you had to starve it of fu
el
> to kill it.
> G.Aman Jabiru 2200A 600 hrs
>
>
> -----Original Message-----
> From: MHerder <michaelherder@beckgroup.com>
> To: jabiruengine-list <jabiruengine-list@matronics.com>
> Sent: Thu, Nov 18, 2010 9:44 pm
> Subject: JabiruEngine-List: Engine Shut Down
>
up.com>
>
>
> Manual on my 3300 says just turn the ignition off to shut it down... Any
reason
>
>
> why we should or shouldn't be shutting it off buy shutting off the fuel?
>
>
> --------
>
>
> One Rivet at a Time!
>
>
> Read this topic online here:
>
>
> http://forums.matronics.com/viewtopic.php?p=319979#319979
>
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