---------------------------------------------------------- JabiruEngine-List Digest Archive --- Total Messages Posted Thu 07/21/11: 8 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 08:25 AM - Re: Voltmeter advice needed (Pete Krotje) 2. 08:53 AM - Liquid Cooled Heads... (Don Honabach) 3. 04:15 PM - Re: Liquid Cooled Heads... (Martin Hone) 4. 08:10 PM - Re: Voltmeter advice needed (b d) 5. 08:51 PM - Re: Voltmeter advice needed (Keith Pickford) 6. 09:28 PM - Re: Liquid Cooled Heads... (Todd Bristol) 7. 09:42 PM - Re: Voltmeter advice needed (b d) 8. 11:36 PM - Re: Liquid Cooled Heads... (Martin Hone) ________________________________ Message 1 _____________________________________ Time: 08:25:58 AM PST US From: "Pete Krotje" Subject: RE: JabiruEngine-List: Voltmeter advice needed Barry, If you really want to know what is going on with an engine you need precise info. Believe me - you will stare at an analog tach to get the actual position of the needle against the little hash mark lines for a longer time than it takes to glance at a digital and get the aactual precise number instantly. If you don't take the time to interpret just where the needle really is on an analog tach or temp you really can't be precise. When we must flight test LSA aircraft to make sure we don't exceed Vh we must know the rpm exactly. If we're close the rpm may be just a bit high ans we can exceed Vh and then would have to call the aircraft non compliant. I just don't see any reason to say close is good enough when you can do better! Pete From: owner-jabiruengine-list-server@matronics.com [mailto:owner-jabiruengine-list-server@matronics.com] On Behalf Of FLYaDIVE Sent: Wednesday, July 20, 2011 6:45 PM Subject: Re: JabiruEngine-List: Voltmeter advice needed Peter: What do you disagree strongly with? The gauges or human nature? Gauges - Yes that digital readout is a more accurate number. No disagreement there. But you prove the point. Who cares if the RPM is 2830 or 2800. If YOU are reading 2830 you are spending too much time LQQKing at the gauge. That is human nature. You do NOT stare at an Analog gauge and attempt to figure out if it is 2800 or 2830. Just as you indicated what your action would be. That is why many instruments are color coded. To take away human error. As Lynn stated and his instructor pick up on .... Close is good enough. NOW... To support you and Digital Gauges... YES if you want to track and collect some data because you have a question or a problem DIGITAL GAUGES are GREAT! And since 95% of my flying is with a passenger / co-pilot... I use them to watch or record the exact numbers. I glance at the gauges to make sure they are IN THE GREEN. I do not concern myself with 'what shade of green'. There was even a post about digital gauges with a LED ring around the outside of the digital readout. Why? To reduce the human factor. To reduce the normal human action of spending too much time LQQKing at flickering numbers. Barry On Mon, Jul 18, 2011 at 5:17 PM, Pete Krotje wrote: I disagree strongly. Digital display tachometers are easy to read at a glance and return very accurate information. At a glance I can see (for example) that I'm getting 2830 rpm climbing out at 80 knots in our J230. If it were an analog display I'd see at a glance that I have a little over 2800 rpm - maybe 2850. Why not be precise at a glance? It takes more time to stare at a analog display to determine which small line the needle rests on that to take a quick glance at a digital display and see a precise number. Same thing with engine instruments. I get calls all the time about EGT's and the customer tells me he's "in the green". When I ask what temp his EGT's really are he can't be precise. Some callers don't even know where the green starts and stops. To get a carb tuned correctly you need precise information to straddle that fine line between good economy and engine damage. "In the green" just doesn't cut it. Most of the better engine digital displays can show a trend line. At a glance I can tell if my CHT's are rising or if they are falling. Nice to know at a glance that when you level off for cruise that temps begin falling after the climb but CRITICAL to know if they continue to rise. With an analog display you might discern the trend if you can remember the temp from when you looked last and can remember when that last look occurred. You might even get distracted from flying the plane while intently staring at the analog temp display to see if the needle moves. In experimental aircraft where often cowl development may not be the highest priority and where R&D budgets do not exist a good monitor is essential to report what is going on in the engine compartment. The cost is less than comparable analog instruments and the capabilities are significantly above. On Jul 18, 2011, at 9:28 AM, FLYaDIVE wrote: You are RIGHT Lynn: We put a man on the moon with analog gauges and NOW we fixate on digital... For my $2.00 ... Have you ever flown with someone that has a DIGITAL TACH? Watch their EYES - How Long it takes them to set a RPM. How fixated they are on getting the RPM right ON! How Long there eyes are INSIDE the cockpit rather than LQQKing OUTSIDE. Oil Temps are the SAME ISSUE... On climb-out ask them what is their oil Temp? And again watch their eyes... and Lissen to what they report. 186.7 F instead of IN THE GREEN or between 180 & 190 F WAIT till they have an emergency situation and they once again become fixated on THE NUMBERS! It is like driving a car and talking on the cell phone. BOTH operations require the same side of the brain and they compete with each other. Same is true of DIGITAL Vs ANALOG. The DIGITAL requires you to THINK and REMEMBER numbers as apposed to GO/NO-GO... GREEN, YELLOW & RED. Ever since birth we are ANALOG and today they are saying babies like Black & White and Round and Square. Back to the K.I.S.S. M.E. Principal. Barry ========== - ine-List" target="_blank">http://www.matronics.com/Navigator?JabiruEngine-List ========== MS - k">http://forums.matronics.com ========== e - -Matt Dralle, List Admin. t="_blank">http://www.matronics.com/contribution ========== http://www.matronics.com/Navigator?JabiruEngine-List http://forums.matronics.com http://www.matronics.com/contribution ist" target="_blank">http://www.matronics.com/Navigator?JabiruEngine-List tp://forums.matronics.com _blank">http://www.matronics.com/contribution ________________________________ Message 2 _____________________________________ Time: 08:53:15 AM PST US From: Don Honabach Subject: JabiruEngine-List: Liquid Cooled Heads... Saw an ad for this product today in KitPlanes - liquid cooled heads for the Jabiru Engines. http://www.rotecaerosport.com/product-info/lch/ I rarely have cooling problems on my 3300A. Evening though I'm in Arizona, worst case is if the engine gets heat soaked on the ground I have to baby t he plane to altitude to avoid going over 350F CHTs during our hot summer da ys. That said, I know others do and this seems like an interesting product. If nothing else, I would feel better about 'de-stressing the engine' by runnin g it cooler and distributing the heat load evenly which is impossible to do with the air cooled/carb setup. Pete, any thoughts on this? Thanks! Don Honabach Tempe, AZ Zodiac 601HDS - 3300A (~200 Hours) ________________________________ Message 3 _____________________________________ Time: 04:15:09 PM PST US Subject: Re: JabiruEngine-List: Liquid Cooled Heads... From: Martin Hone Hi Don, I have just completed fitting a set of the Rotec Liquid Cooled Heads on a J230 that had chronic overheating issues, such that it had to have two head s reconditioned at less than 100 hrs from new, and again at 200 hrs. I made some mods to the carb and induction plenum to try and get better distribution, but the LC heads have made a huge difference. I have even gone down 2 sizes in main jet (#245) and temps are , if anything, a bit on the cool side. Very straightforward to fit and sort out the plumbing. Added 16 lbs to the weight, but am looking at ditching the muffler and running a pair of 3-1 collectors, which should get about 5-6 lb s off. We have tried everything else, and it has worked for us. Martin On Fri, Jul 22, 2011 at 1:52 AM, Don Honabach w rote: > Saw an ad for this product today in KitPlanes =93 liquid cooled hea ds for the > Jabiru Engines.**** > > ** ** > > http://www.rotecaerosport.com/product-info/lch/**** > > ** ** > > I rarely have cooling problems on my 3300A. Evening though I=99m in Arizona, > worst case is if the engine gets heat soaked on the ground I have to baby > the plane to altitude to avoid going over 350F CHTs during our hot summer > days.**** > > ** ** > > That said, I know others do and this seems like an interesting product. I f > nothing else, I would feel better about =98de-stressing the engine =99 by running > it cooler and distributing the heat load evenly which is impossible to do > with the air cooled/carb setup.**** > > ** ** > > Pete, any thoughts on this?**** > > ** ** > > Thanks!**** > > ** ** > > Don Honabach**** > > Tempe, AZ **** > > Zodiac 601HDS =93 3300A (~200 Hours)**** > > ** ** > > ** ** > > * > =========== =========== =========== =========== > * > > ________________________________ Message 4 _____________________________________ Time: 08:10:09 PM PST US Subject: Re: JabiruEngine-List: Voltmeter advice needed From: b d As I recall, there is an old Chinese proverb about flying . . . "Pilot who fly's upside down will have crack up" . . . . I found that always to be true! :-) Also, old airmail pilots used to hang a gold necklace from the compass to tell if they are right side up in the fog . . . kinda simple instrumentation when all else fails . . . problem is I have no gold left. In my field of work, everything's gone digital and programmable. Problem is the old timers who were masters at calibration and certification have gone and the new bucks don't realize that all instrumentation must be calibrated and verified to a NIST standard to be useful. Without that, a person might as well be using the old necklace as a guide. When the necklace is pointing towards the headliner . . . then "pilot is flying with his crack up". Soon he will hear that loud sound of silence and his heart beat just before the ground rises up to smite his butt. No matter what the precision and resolution, if it ain't calibrated it's just extra weight. It becomes just pretty GIGO . . garbage in, garbage out. Bruce On Wed, Jul 20, 2011 at 6:16 PM, wrote: > Analog gauges, in the green ?? What do we need them for? Why the early > flyers only had a ribbon tied of a nail to judge speed and rpm was > determined whether they could count the rotation of the bicycle chain > sprocket as the props turned. Why do we need that analog stuff? Real Pilo ts > just hears and feels the plane and the air. In the Green? what does that > prove? Who set that standard? Why should we ever try to have something m ore > sophisticated? What a waste of time and effort! Same argument, different > direction. Truth is I have a big glass screen from MGL in my new RV-8a an d I > will need a long while to pickup on all the data it provides and apply it to > my flying efforts and goals. Seems we forgot that flying a modern plane > safely and correctly requires a bunch of skills and a load of situational > awareness of the plane in relation to the good earth and the operating > condition of the machine. I say if your always flying outside the cockpit , > sooner or later your going to run out of fuel. Happens every day to > somebody. Got to have the right blend to be safe. Right? Best of luck, Bi ll > & Blue Bird, N288WP, RV-8a, 9 hrs into Phase l > > > -----Original Message----- > From: FLYaDIVE > To: jabiruengine-list > Sent: Wed, Jul 20, 2011 7:47 pm > Subject: Re: JabiruEngine-List: Voltmeter advice needed > > Peter: > > What do you disagree strongly with? The gauges or human nature? > Gauges - Yes that digital readout is a more accurate number. No > disagreement there. > But you prove the point. Who cares if the RPM is 2830 or 2800. If YOU a re > reading 2830 you are spending too much time LQQKing at the gauge. That i s > human nature. You do NOT stare at an Analog gauge and attempt to figure out > if it is 2800 or 2830. Just as you indicated what your action would be. > That is why many instruments are color coded. To take away human error. > As Lynn stated and his instructor pick up on .... Close is good enough. > NOW... To support you and Digital Gauges... YES if you want to track and > collect some data because you have a question or a problem DIGITAL GAUGES > are GREAT! And since 95% of my flying is with a passenger / co-pilot... I > use them to watch or record the exact numbers. I glance at the gauges to > make sure they are IN THE GREEN. I do not concern myself with 'what shad e > of green'. There was even a post about digital gauges with a LED ring > around the outside of the digital readout. Why? To reduce the human > factor. To reduce the normal human action of spending too much time LQQK ing > at flickering numbers. > > Barry > > On Mon, Jul 18, 2011 at 5:17 PM, Pete Krotje wrote: > >> I disagree strongly. Digital display tachometers are easy to read at a >> glance and return very accurate information. At a glance I can see (for >> example) that I=92m getting 2830 rpm climbing out at 80 knots in our J23 0. If >> it were an analog display I=92d see at a glance that I have a little ove r 2800 >> rpm ' maybe 2850. Why not be precise at a glance? It takes more time to >> stare at a analog display to determine which small line the needle rests on >> that to take a quick glance at a digital display and see a precise numbe r. >> **** >> ** ** >> Same thing with engine instruments. I get calls all the time about EGT =92s >> and the customer tells me he=92s =93in the green=94. When I ask what te mp his >> EGT=92s really are he can=92t be precise. Some callers don=92t even kno w where >> the green starts and stops. To get a carb tuned correctly you need prec ise >> information to straddle that fine line between good economy and engine >> damage. =93In the green=94 just doesn=92t cut it. **** >> ** ** >> Most of the better engine digital displays can show a trend line. At a >> glance I can tell if my CHT=92s are rising or if they are falling. Nice to >> know at a glance that when you level off for cruise that temps begin fal ling >> after the climb but CRITICAL to know if they continue to rise. With an >> analog display you might discern the trend if you can remember the temp from >> when you looked last and can remember when that last look occurred. You >> might even get distracted from flying the plane while intently staring a t >> the analog temp display to see if the needle moves.**** >> ** ** >> In experimental aircraft where often cowl development may not be the >> highest priority and where R&D budgets do not exist a good monitor is >> essential to report what is going on in the engine compartment. The cos t is >> less than comparable analog instruments and the capabilities are >> significantly above.**** >> ** ** >> ** ** >> >> On Jul 18, 2011, at 9:28 AM, FLYaDIVE wrote:**** >> You are RIGHT Lynn: >> >> We put a man on the moon with analog gauges and NOW we fixate on >> digital... For my $2.00 ... Have you ever flown with someone that has a >> DIGITAL TACH? >> Watch their EYES - How Long it takes them to set a RPM. >> How fixated they are on getting the RPM right ON! >> How Long there eyes are INSIDE the cockpit rather than LQQKing OUTSIDE. >> Oil Temps are the SAME ISSUE... On climb-out ask them what is their oil >> Temp? And again watch their eyes... and Lissen to what they report. >> 186.7 F instead of IN THE GREEN or between 180 & 190 F >> WAIT till they have an emergency situation and they once again become >> fixated on THE NUMBERS! >> >> It is like driving a car and talking on the cell phone. BOTH operations >> require the same side of the brain and they compete with each other. >> Same is true of DIGITAL Vs ANALOG. The DIGITAL requires you to THINK an d >> REMEMBER numbers as apposed to GO/NO-GO... GREEN, YELLOW & RED. >> Ever since birth we are ANALOG and today they are saying babies like Bla ck >> & White and Round and Square. >> Back to the K.I.S.S. M.E. Principal. >> >> Barry**** >> >> ========== >> - >> ine-List" target="_blank"> >> http://www.matronics.com/Navigator?JabiruEngine-List >> ========== >> MS - >> k">http://forums.matronics.com >> ========== >> e - >> -Matt Dralle, List Admin. >> t="_blank">http://www.matronics.com/contribution >> ========== >> >> >> **** >> ** ** >> >> * * >> >> * * >> >> ** >> >> ** >> >> ** >> >> ** >> >> ** >> >> *http://www.matronics.com/Navigator?JabiruEngine-List* >> >> ** >> >> ** >> >> *http://forums.matronics.com* >> >> ** >> >> ** >> >> ** >> >> ** >> >> *http://www.matronics.com/contribution* >> >> ** >> >> * * >> >> * >> >> ist" target="_blank">http://www.matronics.com/Navigator?JabiruEngine-L ist >> tp://forums.matronics.com >> _blank">http://www.matronics.com/contribution >> * >> >> > * > > tor?JabiruEngine-List">http://www.matronics.com/Navigator?JabiruEngine-Li st > tp://forums.matronics.com > bution">http://www.matronics.com/contribution > * > > ________________________________ Message 5 _____________________________________ Time: 08:51:24 PM PST US From: Keith Pickford Subject: Re: JabiruEngine-List: Voltmeter advice needed The only instrument that is handy is the oil pressure gauge !!- and that is only for a comparison - the reading doesn't matter . no need for calibra tion. Everything else is covered by the nomal senses. Unless you are blind deaf and can't smell - then you shouldn't be flying !! ! I always remember an old pilot telling me you don't need an altimeter or AS I If the ground is below you , you have altitude If the ground is moving you have airspeed. No need for a rev counter If the engine is making a noise, its going Gives you more time to look outside the plane ?? Happy Flying Keith --- On Fri, 22/7/11, b d wrote: From: b d Subject: Re: JabiruEngine-List: Voltmeter advice needed As I recall,-there is an old Chinese proverb about flying . . . "Pilot wh o fly's upside down will have crack up" . . . . I found that always to be t rue! :-) -Also, old airmail pilots used to hang a gold necklace from the compass to tell if they are right side up in the fog . . . kinda simple ins trumentation when all else fails . . . -problem is I have no gold left. -=0A In my field of work, everything's gone digital and programmable. Problem is the old timers who were masters at calibration and certification have gone and the new bucks don't realize that all instrumentation must be calibrate d and verified to a NIST standard to be useful. Without that, a person migh t as well be using the old necklace as a guide. When the necklace is pointi ng towards the headliner . . . then "pilot is flying with his crack up". -Soon he will hear that loud sound of silence and his heart beat just bef ore the ground rises up to smite his butt.-=0A No matter what the precision and resolution, if it ain't calibrated it's ju st extra weight. It becomes just pretty GIGO . . garbage in, garbage out. - Bruce =0A-- =0A ________________________________ Message 6 _____________________________________ Time: 09:28:24 PM PST US From: Todd Bristol Subject: Re: JabiruEngine-List: Liquid Cooled Heads... I am also in Phoenix and have a Hyd 3300 on a Titan Tornado and am concerne d about High Temps and Head Wear.=C2- The water cooled heads look good bu t are a bit pricey.=C2- I am also concerned that the 20 amp Alternator wi ll not put out enough current to run the water pump as I already have low a mperage issues.=C2- Does anyone know what our original heads are worth in attempt to sell them to offset the cost of the water cooled heads? Todd Bristol Great Entertainment isn't expensive... It's Priceless! Interactive Entertainment Events, DJs and Game Shows Mesa, Arizona 480-755-4200 www.djs4u.com www.gameshowsamerica.com www.condopenasco.com =C2- =C2- --- On Thu, 7/21/11, Martin Hone wrote: From: Martin Hone Subject: Re: JabiruEngine-List: Liquid Cooled Heads... Hi Don, I have just completed fitting a set of the Rotec Liquid Cooled Heads on a J 230 that had chronic overheating issues, such that it had to have two heads reconditioned at less than 100 hrs from new, and again at 200 hrs. =C2-I made some mods to the carb and induction plenum to try and get better dist ribution, but the LC heads have made a huge difference. I have even gone down 2 sizes in main jet =C2-(#245) =C2-and temps are , if anything, a bit on the cool side. =C2-Very straightforward to fit an d sort out the plumbing. =C2-Added 16 lbs to the weight, but am looking a t ditching the muffler and running a pair of 3-1 collectors, which should g et about 5-6 lbs off. We have tried everything else, and it has worked for us. Martin On Fri, Jul 22, 2011 at 1:52 AM, Don Honabach wrote: Saw an ad for this product today in KitPlanes =93 liquid cooled heads for the Jabiru Engines. =C2- http://www.rotecaerosport.com/product-info/lch/ =C2- I rarely have cooling problems on my 3300A. Evening though I=99m in A rizona, worst case is if the engine gets heat soaked on the ground I have t o baby the plane to altitude to avoid going over 350F CHTs during our hot s ummer days. =C2- That said, I know others do and this seems like an interesting product. If nothing else, I would feel better about =98de-stressing the engine =99 by running it cooler and distributing the heat load evenly which is impossible to do with the air cooled/carb setup. =C2- Pete, any thoughts on this? =C2- Thanks! =C2- Don Honabach Tempe, AZ Zodiac 601HDS =93 3300A (~200 Hours) =C2- =C2- ist" target="_blank">http://www.matronics.com/Navigator?JabiruEngine-List tp://forums.matronics.com _blank">http://www.matronics.com/contribution ________________________________ Message 7 _____________________________________ Time: 09:42:59 PM PST US Subject: Re: JabiruEngine-List: Voltmeter advice needed From: b d I love big global statements . . .wouldn't fuel quantity be somewhat important? Have you ever got caught in the soup before? I like a few little clues when that happens. Really an oil gauge doesn't help a lot since you can't do anything if you don't like the reading anyway unless a passenger farts at which time I'd rather not smell it . . . The old pilot has never been caught in the soup . . . maybe a hangar pilot? You know the ground is below you? You haven't been in the soup . . .better carry a gold necklace, it will point to the ground for you. Gads you really haven't been caught in the soup yet. . . you've been luckyyyyyyyyy Try wearing a hood for a bit and then write that list. Better yet take an IFR course and drive into the soup. Not only soup but out West here we have places with no lights and with some overcast blocking out the stars and moon, you have no reference but you're still VFR . . . unless you have really super good smell . . . I'd say you will be crying and begging for relief real soon. Gads could I tell you real life stories . . . Go ahead and fly with just an oil pressure gauge and let me know how that works for ya. (I'm not talking about touch and go's in the pattern type flying . . .I mean real flying. :-) Bruce On Thu, Jul 21, 2011 at 8:48 PM, Keith Pickford wrote: > The only instrument that is handy is the oil pressure gauge !! and that is > only for a comparison - the reading doesn't matter . no need for > calibration. > Everything else is covered by the nomal senses. > Unless you are blind deaf and can't smell - then you shouldn't be flying > !!! > I always remember an old pilot telling me you don't need an altimeter or > ASI > If the ground is below you , you have altitude > If the ground is moving you have airspeed. > No need for a rev counter > If the engine is making a noise, its going > > Gives you more time to look outside the plane ?? > > Happy Flying > > Keith > > --- On *Fri, 22/7/11, b d * wrote: > > > From: b d > > Subject: Re: JabiruEngine-List: Voltmeter advice needed > To: jabiruengine-list@matronics.com > Date: Friday, 22, July, 2011, 3:06 PM > > > As I recall, there is an old Chinese proverb about flying . . . "Pilot who > fly's upside down will have crack up" . . . . I found that always to be > true! :-) Also, old airmail pilots used to hang a gold necklace from the > compass to tell if they are right side up in the fog . . . kinda simple > instrumentation when all else fails . . . problem is I have no gold left. > > In my field of work, everything's gone digital and programmable. Problem is > the old timers who were masters at calibration and certification have gone > and the new bucks don't realize that all instrumentation must be calibrated > and verified to a NIST standard to be useful. Without that, a person might > as well be using the old necklace as a guide. When the necklace is pointing > towards the headliner . . . then "pilot is flying with his crack up". Soon > he will hear that loud sound of silence and his heart beat just before the > ground rises up to smite his butt. > > No matter what the precision and resolution, if it ain't calibrated it's > just extra weight. It becomes just pretty GIGO . . garbage in, garbage out. > > Bruce > > > * > * > > * > > > = > * > > ________________________________ Message 8 _____________________________________ Time: 11:36:28 PM PST US Subject: Re: JabiruEngine-List: Liquid Cooled Heads... From: Martin Hone Hi Todd. I don't think the old heads will be worth much. I do know that the Rotec L C heads are CHEAPER than the Jabiru ones. You have a valid point about alternator output. We used the larger of the two electric water pumps available, and it has not been an issue with the J230 which has a full glas s panel , strobes, beacon, GPS etc... We do have the pump wired to a separat e switch for starting, but after jetting the carb it is starting easily in th e cold weather we have this time of year. Cheers Martin On Fri, Jul 22, 2011 at 2:24 PM, Todd Bristol wrote: > I am also in Phoenix and have a Hyd 3300 on a Titan Tornado and am > concerned about High Temps and Head Wear. The water cooled heads look go od > but are a bit pricey. I am also concerned that the 20 amp Alternator wil l > not put out enough current to run the water pump as I already have low > amperage issues. Does anyone know what our original heads are worth in > attempt to sell them to offset the cost of the water cooled heads?****** > > Todd Bristol > Great Entertainment isn't expensive... It's Priceless! > Interactive Entertainment Events, DJs and Game Shows > Mesa, Arizona > 480-755-4200 > www.djs4u.com > www.gameshowsamerica.com > www.condopenasco.com > > > --- On *Thu, 7/21/11, Martin Hone * wrote: > > > From: Martin Hone > Subject: Re: JabiruEngine-List: Liquid Cooled Heads... > To: jabiruengine-list@matronics.com > Date: Thursday, July 21, 2011, 4:11 PM > > Hi Don, > > I have just completed fitting a set of the Rotec Liquid Cooled Heads on a > J230 that had chronic overheating issues, such that it had to have two he ads > reconditioned at less than 100 hrs from new, and again at 200 hrs. I mad e > some mods to the carb and induction plenum to try and get better > distribution, but the LC heads have made a huge difference. > I have even gone down 2 sizes in main jet (#245) and temps are , if > anything, a bit on the cool side. Very straightforward to fit and sort o ut > the plumbing. Added 16 lbs to the weight, but am looking at ditching the > muffler and running a pair of 3-1 collectors, which should get about 5-6 lbs > off. > > We have tried everything else, and it has worked for us. > > Martin > > On Fri, Jul 22, 2011 at 1:52 AM, Don Honabach > > wrote: > > Saw an ad for this product today in KitPlanes =93 liquid cooled he ads for > the Jabiru Engines.**** > > ** ** > > http://www.rotecaerosport.com/product-info/lch/**** > > ** ** > > I rarely have cooling problems on my 3300A. Evening though I=99m in Arizona, > worst case is if the engine gets heat soaked on the ground I have to baby > the plane to altitude to avoid going over 350F CHTs during our hot summer > days.**** > > ** ** > > That said, I know others do and this seems like an interesting product. I f > nothing else, I would feel better about =98de-stressing the engine =99 by running > it cooler and distributing the heat load evenly which is impossible to do > with the air cooled/carb setup.**** > > ** ** > > Pete, any thoughts on this?**** > > ** ** > > Thanks!**** > > ** ** > > Don Honabach**** > > Tempe, AZ **** > > Zodiac 601HDS =93 3300A (~200 Hours)**** > > ** ** > > ** ** > > * > > ist" target="_blank">http://www.matronics.com/Navigator?JabiruEngine-Li st > tp://forums.matronics.com > _blank">http://www.matronics.com/contribution > * > > > * > > ist" rel=nofollow target=_blank>http://www.matronics.com/Navigator?Ja biruEngine-List > et=_blank>http://forums.matronics.com > llow target=_blank>http://www.matronics.com/contribution > * > > * > =========== =========== =========== =========== > * > > ------------------------------------------------------------------------------------- Other Matronics Email List Services ------------------------------------------------------------------------------------- Post A New Message jabiruengine-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/JabiruEngine-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/jabiruengine-list Browse Digests http://www.matronics.com/digest/jabiruengine-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.