Today's Message Index:
----------------------
1. 04:33 AM - Wing Tie Downs (GARY PENNINGTON)
2. 05:31 AM - Re: Aircraft Security (Tex Mantell)
3. 05:34 AM - Re: CHT (ryan gross)
4. 06:50 AM - Re: Lightning Fly-In is just around the corner (Kayberg@AOL.COM)
5. 07:01 AM - Re: CHT (Mefford, Walt)
6. 08:48 AM - Re: CHT (flylightning)
7. 09:16 AM - Re: Lightning Fly-In is just around the corner (Wayne Lenox)
8. 11:06 AM - Re: CHT (Mefford, Walt)
9. 11:39 AM - Re: Lightning Fly-In is just around the corner (flylightning)
10. 02:26 PM - CHT (Peter and Jan Disher)
11. 02:45 PM - Re: CHT (Mefford, Walt)
12. 03:22 PM - Re: CHT (Catalpa aviation)
13. 03:45 PM - Re: CHT (Wayne Lenox)
14. 04:03 PM - Re: CHT (Brian Whittingham)
15. 06:39 PM - Re: CHT (Peter and Jan Disher)
16. 07:03 PM - Re: CHT (ryan@greenlandings.com)
17. 07:50 PM - Re: CHT (Peter and Jan Disher)
18. 08:05 PM - Re: Lightning Fly-In is just around the corner (Colin J. Kennedy)
19. 08:11 PM - Re: CHT (Peter and Jan Disher)
20. 09:12 PM - Re: Lightning Fly-In is just around the corner (N1BZRich@aol.com)
21. 09:34 PM - Re: CHT (Catalpa aviation)
22. 09:36 PM - Re: CHT (Catalpa aviation)
Message 1
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Hello everyone
I am attaching a photo of the wing tie downs I came up with if you are
interested. I reviewed the tie downs that Peter Disher installed, but I
couldn't figure out how he was able to drill and bolt his bracket to the
wing rib. He must be a genius!
Anyway, I noticed that the Aileron Bell Crank bracket already had an
extra hole in it and was just below the wing skin, so I drilled a hole
in the wing skin and bolted a stainless steel eye bolt in the existing
hole. Afterwards, I fiberglassed a fairing around it.
Fly safe and have a great day.
Gary Pennington
Message 2
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Subject: | Re: Aircraft Security |
1..
2..
3..
----- Original Message -----
From: Sales Email Account
To: lightning-list@matronics.com
Sent: Thursday, September 25, 2008 1:13 AM
Subject: Lightning-List: Aircraft Security
Hi All,
I'm trying to figure out how to key lock the canopy. Any suggestions?
Thanks.............Bill, Kit #49, Tucson, AZ
Message 3
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Pete,
It is not advised to do much taxi testing or ground run ups with your new
Jabiru engine. I have installed more than 20 jabiru engines and have found
that within the first few hours the engine is very vulnerable. At Green
Landings in the first days of taxi testing we can only get about 2 to 3 runs
down the runway without getting the temperature to hot. If i see the temps
rising quickly i will shut down the engine and allow it to cool for an hour
or so. Remember heat will build even after the engine is shut off. Also
never run the engine on an open cowled system. This will also have the
cylinder hot in mins. The best thing to do is find out if your aircraft is
stable at just above take off speed and head to the sky. After the climb the
engine will cool in level flight.
Once you have about 10-15 hours and change your oil at around 25 you will
see very noticeable temp differences. After the break in period you will be
able to run your Jabiru engine on the ground without any problems. Another
thing never try to allow your engine to exceed 380, 390 is max.
Have faith, I just needs to break in!!
Ryan Gross
Green Landings Flight Center, Inc
SkyRanger Aircraft
Arion Lightning
304-754-6010
-----Original Message-----
From: "Peter and Jan Disher" <pjdisher@bigpond.com>
Subject: Lightning-List: CHT
To all,
Could someone please help me with some options.
While holding the aircraft into a breeze about 10mph and also taxing my CHTs
are 1-327, 2-330, 3-368, 4-360, 5-427, 6-372 F
How can I reduce the temperature on No 5 @ 427F ?
I have switched the probe from another cylinder and probes are OK.
I also have the cowlings top and bottom fitted.
I have the V plates on top of the cylinders, should they be underneath the
cylinders, would this help?
Would welcome any ideas, anyone.
I'm loosing faith in this JABIRU engine.
Many thanks,
Pete Disher
VH-PDI
Kit 30
Message 4
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Subject: | Re: Lightning Fly-In is just around the corner |
In a message dated 9/25/2008 12:54:37 AM Eastern Daylight Time,
N1BZRich@aol.com writes:
Nick liked the new wing tip extensions on the prototype so much that he has
retrofitted them to the new demo. I must say I am really impressed. Those
darn things are actually faster than the shorter original tips, especially at
altitude (about 5 mph at 10,000'), and of course they lower the stall speed,
shorten the takeoff roll, increase the rate of climb, and increase service
ceiling. The other day (after it got too bumpy for accurate rate of climb test
down low) I decided to "go high" just for fun. On the way to 14,000 I
decided to time the climb from 9,000 feet to 10,000 feet. Before I tell you what
I got on the stop watch (yes a real stop watch - remember I had been doing Vx
and Vy testing down low) I want to remind you that for best rate of climb
you should use true airspeed, especially when up high. So using the true
airspeed of what I had previously determined was Vy for the demo, it only took
me
1:07 to climb the 1000' between 9 and 10 thousand feet. I thought that was
pretty amazing - darn near 1000 feet per minute at that altitude.
Every good thing comes at a price.
Our initial experience with the wing extensions is that they dramatically
change the landing angle. the plane tends to "float" with any excess
airspeed, and makes landing over an obstacle or into a tight field difficult.
Also,
at the lower speeds, the airspeed indicator doesnt read very well. Our local
builder is debating wether to cut his off!!!
Also, the roll is significantly more difficult. That fighterlike quickness
is dulled. Aileron rolls are a lot tougher I have heard.
We will be completeing a second one with the extensions in a couple weeks.
In my initial opinion, it depends greatly on your mission profile. If you
are going long distances from paved runway to paved runway, then the tips may
be the way to go. If you want to make shorter hops into grass strips or
tight places, then the standard tips may be better. If you need to lower your
stall, then use the VGs.
Again, this is just initial testing for some Green Landings builders. And
it comes from hangar talk. But it would appear there is a down side to the
wing tip extensions.
Doug Koenigsberg
**************Looking for simple solutions to your real-life financial
challenges? Check out WalletPop for the latest news and information, tips and
calculators. (http://www.walletpop.com/?NCID=emlcntuswall00000001)
Message 5
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Thanks Ryan,
I was seeing very similar temps on my first taxi runs and was also
concerned.
Walt M.
N881WP
________________________________
From: owner-lightning-list-server@matronics.com
[mailto:owner-lightning-list-server@matronics.com] On Behalf Of ryan
gross
Sent: Thursday, September 25, 2008 5:32 AM
Subject: Re: Lightning-List: CHT
Pete,
It is not advised to do much taxi testing or ground run ups with your
new Jabiru engine. I have installed more than 20 jabiru engines and have
found that within the first few hours the engine is very vulnerable. At
Green Landings in the first days of taxi testing we can only get about 2
to 3 runs down the runway without getting the temperature to hot. If i
see the temps rising quickly i will shut down the engine and allow it to
cool for an hour or so. Remember heat will build even after the engine
is shut off. Also never run the engine on an open cowled system. This
will also have the cylinder hot in mins. The best thing to do is find
out if your aircraft is stable at just above take off speed and head to
the sky. After the climb the engine will cool in level flight.
Once you have about 10-15 hours and change your oil at around 25 you
will see very noticeable temp differences. After the break in period you
will be able to run your Jabiru engine on the ground without any
problems. Another thing never try to allow your engine to exceed 380,
390 is max.
Have faith, I just needs to break in!!
Ryan Gross
Green Landings Flight Center, Inc
SkyRanger Aircraft
Arion Lightning
304-754-6010
-----Original Message-----
From: "Peter and Jan Disher" <pjdisher@bigpond.com>
Subject: Lightning-List: CHT
To all,
Could someone please help me with some options.
While holding the aircraft into a breeze about 10mph and also taxing my
CHTs are 1-327, 2-330, 3-368, 4-360, 5-427, 6-372 F
How can I reduce the temperature on No 5 @ 427F ?
I have switched the probe from another cylinder and probes are OK.
I also have the cowlings top and bottom fitted.
I have the V plates on top of the cylinders, should they be underneath
the cylinders, would this help?
Would welcome any ideas, anyone.
I'm loosing faith in this JABIRU engine.
Many thanks,
Pete Disher
VH-PDI
Kit 30
http://www.matronics.com/Navigator?Lightning-List
http://forums.matronics.com
http://www.matronics.com/contribution
-------------------------
This e-mail and any attachments may contain confidential material for
the sole use of the intended recipient. If you are not the intended
recipient, please be aware that any disclosure, copying, distribution or
use of this e-mail or any attachment is prohibited. If you have received
this e-mail in error, please contact the sender and delete all copies.
Thank you for your cooperation
Message 6
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Peter,
Please send photos of your install, we worked very hard to insure that the
cowl operates well with the jabiru engine. Even on 100 degree days here in
TN with the humidity at 90% we can taxi almost all day long if the cowl is
on it and never exceed 350. I would suspect something is up with your
ability to get the air out of the cowl and or properly baffled around the
cylinders.
Nick Otterback
Arion Aircraft, LLC
_____
From: owner-lightning-list-server@matronics.com
[mailto:owner-lightning-list-server@matronics.com] On Behalf Of ryan gross
Sent: Thursday, September 25, 2008 7:32 AM
Subject: Re: Lightning-List: CHT
Pete,
It is not advised to do much taxi testing or ground run ups with your new
Jabiru engine. I have installed more than 20 jabiru engines and have found
that within the first few hours the engine is very vulnerable. At Green
Landings in the first days of taxi testing we can only get about 2 to 3 runs
down the runway without getting the temperature to hot. If i see the temps
rising quickly i will shut down the engine and allow it to cool for an hour
or so. Remember heat will build even after the engine is shut off. Also
never run the engine on an open cowled system. This will also have the
cylinder hot in mins. The best thing to do is find out if your aircraft is
stable at just above take off speed and head to the sky. After the climb the
engine will cool in level flight.
Once you have about 10-15 hours and change your oil at around 25 you will
see very noticeable temp differences. After the break in period you will be
able to run your Jabiru engine on the ground without any problems. Another
thing never try to allow your engine to exceed 380, 390 is max.
Have faith, I just needs to break in!!
Ryan Gross
Green Landings Flight Center, Inc
SkyRanger Aircraft
Arion Lightning
304-754-6010
-----Original Message-----
From: "Peter and Jan Disher" <pjdisher@bigpond.com>
Subject: Lightning-List: CHT
To all,
Could someone please help me with some options.
While holding the aircraft into a breeze about 10mph and also taxing my CHTs
are 1-327, 2-330, 3-368, 4-360, 5-427, 6-372 F
How can I reduce the temperature on No 5 @ 427F ?
I have switched the probe from another cylinder and probes are OK.
I also have the cowlings top and bottom fitted.
I have the V plates on top of the cylinders, should they be underneath the
cylinders, would this help?
Would welcome any ideas, anyone.
I'm loosing faith in this JABIRU engine.
Many thanks,
Pete Disher
VH-PDI
Kit 30
http://www.matronics.com/Navigator?Lightning-List
http://forums.matronics.com
http://www.matronics.com/contribution
Message 7
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Subject: | Re: Lightning Fly-In is just around the corner |
Doug
Let me jump in on the new wing tip extensions. I have the first owner bu
ilt Lightning with wing tip extensions. I sure like the look, however ev
erything you said is true. In the first 40 hrs of flying I pretty will g
ot to know them. I have about 30 hrs in the standard Lighting (N838BF) a
nd now with 40 hrs in (N123WL) my lightning. The Ailerons are stiffer wi
th the long wings. I have tried to change the position of the aileron pu
sh rods for more mechanical advantage, but would not get all the throw n
eeded to get full aileron deflection. The control stick would hit my kne
e first.
To help the float on landing I have gone to 40 degrees of flap landings.
I put the last 10 degrees in when I slow to 60 MPH on final.
The Lightning stalls very hard with airspeed below 38MPH indicated. I am
not an expert, but think the tail feathers stall before the wings and m
y Lightning will pitch over in a dive. I will loose 300 ft looking strai
ght at the ground. I found the stall charistics much different, and very
mild in the standard Lightning.
If I were building a new lightning I would put the new wing tips on just
for show. However I would cut off 6 to 10 inches off the new tips. This
would give you 8 to 12 inch tips, instead of 18 inch. This would still
give you somewhat slower stall speed and have all the great look of the
new tips. Might even help with the aileron stiffness.
Remember I am no expert, but this is my 2 cents worth.
Wayne
N123WL
-- Kayberg@aol.com wrote:
In a message dated 9/25/2008 12:54:37 AM Eastern Daylight Time, N1BZRich
@aol.com writes: Nick liked the new wing tip extensions on the prototype
so much that he has retrofitted them to the new demo. I must say I am
really impressed. Those darn things are actually faster than the shorte
r original tips, especially at altitude (about 5 mph at 10,000'), and of
course they lower the stall speed, shorten the takeoff roll, increase t
he rate of climb, and increase service ceiling. The other day (after it
got too bumpy for accurate rate of climb test down low) I decided to "g
o high" just for fun. On the way to 14,000 I decided to time the climb
from 9,000 feet to 10,000 feet. Before I tell you what I got on the sto
p watch (yes a real stop watch - remember I had been doing Vx and Vy tes
ting down low) I want to remind you that for best rate of climb you shou
ld use true airspeed, especially when up high. So using the true airspe
ed of what I had previously determined was Vy for the demo, it only took
me 1:07 to climb the 1000' between 9 and 10 thousand feet. I thought t
hat was pretty amazing - darn near 1000 feet per minute at that altitude
. Every good thing comes at a price. Our initial experience with the w
ing extensions is that they dramatically change the landing angle. the
plane tends to "float" with any excess airspeed, and makes landing over
an obstacle or into a tight field difficult. Also, at the lower speeds
, the airspeed indicator doesnt read very well. Our local builder is deb
ating wether to cut his off!!! Also, the roll is significantly more diff
icult. That fighterlike quickness is dulled. Aileron rolls are a lot
tougher I have heard. We will be completeing a second one with the exten
sions in a couple weeks. In my initial opinion, it depends greatly on yo
ur mission profile. If you are going long distances from paved runway t
o paved runway, then the tips may be the way to go. If you want to mak
e shorter hops into grass strips or tight places, then the standard tips
may be better. If you need to lower your stall, then use the VGs. Agai
n, this is just initial testing for some Green Landings builders. And i
t comes from hangar talk. But it would appear there is a down side to
the wing tip extensions. Doug Koenigsberg
Looking for simple solutions to your real-life financial challenges? Che
ck out WalletPop for the latest news and information, tips and calculato
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Message 8
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Nick,
I am not Peter, but I have experienced similar temperatures.
Walt M.
#55, AZ
________________________________
From: owner-lightning-list-server@matronics.com
[mailto:owner-lightning-list-server@matronics.com] On Behalf Of
flylightning
Sent: Thursday, September 25, 2008 8:47 AM
Subject: RE: Lightning-List: CHT
Peter,
Please send photos of your install, we worked very hard to insure that
the cowl operates well with the jabiru engine. Even on 100 degree days
here in TN with the humidity at 90% we can taxi almost all day long if
the cowl is on it and never exceed 350. I would suspect something is up
with your ability to get the air out of the cowl and or properly baffled
around the cylinders.
Nick Otterback
Arion Aircraft, LLC
________________________________
From: owner-lightning-list-server@matronics.com
[mailto:owner-lightning-list-server@matronics.com] On Behalf Of ryan
gross
Sent: Thursday, September 25, 2008 7:32 AM
Subject: Re: Lightning-List: CHT
Pete,
It is not advised to do much taxi testing or ground run ups with your
new Jabiru engine. I have installed more than 20 jabiru engines and have
found that within the first few hours the engine is very vulnerable. At
Green Landings in the first days of taxi testing we can only get about 2
to 3 runs down the runway without getting the temperature to hot. If i
see the temps rising quickly i will shut down the engine and allow it to
cool for an hour or so. Remember heat will build even after the engine
is shut off. Also never run the engine on an open cowled system. This
will also have the cylinder hot in mins. The best thing to do is find
out if your aircraft is stable at just above take off speed and head to
the sky. After the climb the engine will cool in level flight.
Once you have about 10-15 hours and change your oil at around 25 you
will see very noticeable temp differences. After the break in period you
will be able to run your Jabiru engine on the ground without any
problems. Another thing never try to allow your engine to exceed 380,
390 is max.
Have faith, I just needs to break in!!
Ryan Gross
Green Landings Flight Center, Inc
SkyRanger Aircraft
Arion Lightning
304-754-6010
-----Original Message-----
From: "Peter and Jan Disher" <pjdisher@bigpond.com>
Subject: Lightning-List: CHT
To all,
Could someone please help me with some options.
While holding the aircraft into a breeze about 10mph and also taxing my
CHTs are 1-327, 2-330, 3-368, 4-360, 5-427, 6-372 F
How can I reduce the temperature on No 5 @ 427F ?
I have switched the probe from another cylinder and probes are OK.
I also have the cowlings top and bottom fitted.
I have the V plates on top of the cylinders, should they be underneath
the cylinders, would this help?
Would welcome any ideas, anyone.
I'm loosing faith in this JABIRU engine.
Many thanks,
Pete Disher
VH-PDI
Kit 30
http://www.matronics.com/Navigator?Lightning-List
http://forums.matronics.com
http://www.matronics.com/contribution
http://www.matronics.com/contribution
-------------------------
This e-mail and any attachments may contain confidential material for
the sole use of the intended recipient. If you are not the intended
recipient, please be aware that any disclosure, copying, distribution or
use of this e-mail or any attachment is prohibited. If you have received
this e-mail in error, please contact the sender and delete all copies.
Thank you for your cooperation
Message 9
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Subject: | Lightning Fly-In is just around the corner |
I believe builders and pilots alike must first learn to properly fly the new
tips to get the most out of them. The wing is completely different and thus
must be flown is such a manner. We will use 50-55mph with 40 flaps on final
approach and can get in shorter than was able with the old tips, due of
course to the slower speed. Yes if you carry 5-10 extra you will not be able
to land as short as you could but again it is a different wing and should be
flown that way. The only down side to the tips is not in the performance of
the tip but in the way the pilot must fly the aircraft to get the proper
results, they must be more attentive to speed. The deck angle should be no
different as the angle at which the airfoil stalls is the same but the
ability to fly the aircraft slower to reach this deck angle is different.
Remember the old at any airspeed, and any attitude a wing will stall, right
but the AOA that the wing stalls at will be the same for a given airfoil
regardless of length or area. Yes the roll is slower but not any less
responsive, and again if you want to do rolls this is not the aircraft for
your mission. If your ASI doesn't work that low get a better one, the Sport
EFIS has no issue reading accurately to 30mph and the aircraft at gross
stalls around 38IAS with 40 flaps so you should be on the ground before it
stops working.
We have done pleanty of testing on paved and on grass strips here and a
Lightning equipped with the wing tips and correct prop will get off the
ground quicker climb steeper and go faster at altitude than one with out.
Also it will come in slower and land shorter too.
Nick Otterback
Arion Aircraft, LLC
_____
From: owner-lightning-list-server@matronics.com
[mailto:owner-lightning-list-server@matronics.com] On Behalf Of
Kayberg@aol.com
Sent: Thursday, September 25, 2008 8:50 AM
Subject: Re: Lightning-List: Lightning Fly-In is just around the corner
In a message dated 9/25/2008 12:54:37 AM Eastern Daylight Time,
N1BZRich@aol.com writes:
Nick liked the new wing tip extensions on the prototype so much that he has
retrofitted them to the new demo. I must say I am really impressed. Those
darn things are actually faster than the shorter original tips, especially
at altitude (about 5 mph at 10,000'), and of course they lower the stall
speed, shorten the takeoff roll, increase the rate of climb, and increase
service ceiling. The other day (after it got too bumpy for accurate rate of
climb test down low) I decided to "go high" just for fun. On the way to
14,000 I decided to time the climb from 9,000 feet to 10,000 feet. Before I
tell you what I got on the stop watch (yes a real stop watch - remember I
had been doing Vx and Vy testing down low) I want to remind you that for
best rate of climb you should use true airspeed, especially when up high.
So using the true airspeed of what I had previously determined was Vy for
the demo, it only took me 1:07 to climb the 1000' between 9 and 10 thousand
feet. I thought that was pretty amazing - darn near 1000 feet per minute at
that altitude.
Every good thing comes at a price.
Our initial experience with the wing extensions is that they dramatically
change the landing angle. the plane tends to "float" with any excess
airspeed, and makes landing over an obstacle or into a tight field
difficult. Also, at the lower speeds, the airspeed indicator doesnt read
very well. Our local builder is debating wether to cut his off!!!
Also, the roll is significantly more difficult. That fighterlike quickness
is dulled. Aileron rolls are a lot tougher I have heard.
We will be completeing a second one with the extensions in a couple weeks.
In my initial opinion, it depends greatly on your mission profile. If you
are going long distances from paved runway to paved runway, then the tips
may be the way to go. If you want to make shorter hops into grass strips
or tight places, then the standard tips may be better. If you need to lower
your stall, then use the VGs.
Again, this is just initial testing for some Green Landings builders. And
it comes from hangar talk. But it would appear there is a down side to the
wing tip extensions.
Doug Koenigsberg
_____
Looking for simple solutions to your real-life financial challenges? Check
p://www.walletpop.com/?NCID=emlcntuswall00000001> out WalletPop for the
latest news and information, tips and calculators.
Message 10
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Thankyou Ryan and Nick. Nick, I just may have restricted the the air at
the very back of the No5 cylinder, I will send a picture for your
comment.
Many thanks again Guys,
Pete Disher
Message 11
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Pete,
Odd, my #5 is also running hotter than the others. However, getting the
idle set correctly did make a big difference.
Walt Mefford
N881WP (#55)
________________________________
From: owner-lightning-list-server@matronics.com
[mailto:owner-lightning-list-server@matronics.com] On Behalf Of Peter
and Jan Disher
Sent: Thursday, September 25, 2008 2:25 PM
Subject: Lightning-List: CHT
Thankyou Ryan and Nick. Nick, I just may have restricted the the air at
the very back of the No5 cylinder, I will send a picture for your
comment.
Many thanks again Guys,
Pete Disher
-------------------------
This e-mail and any attachments may contain confidential material for
the sole use of the intended recipient. If you are not the intended
recipient, please be aware that any disclosure, copying, distribution or
use of this e-mail or any attachment is prohibited. If you have received
this e-mail in error, please contact the sender and delete all copies.
Thank you for your cooperation
Message 12
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Hullo Pete, my CHT are between 240 and 330 F, however my EGT is VERY
high and I am working on them. To answer your question, first place the
"v" plates below, I have also made glass ramps to the inlets to get a
better air flow, last week I also did the sump mode and that made my oil
temp acceptable, now if I could just get the EGT's down
Anthony Morrison kit 32
-----Original Message-----
From: owner-lightning-list-server@matronics.com
[mailto:owner-lightning-list-server@matronics.com] On Behalf Of ryan
gross
Sent: Thursday, 25 September 2008 10:32 PM
Subject: Re: Lightning-List: CHT
Pete,
It is not advised to do much taxi testing or ground run ups with your
new Jabiru engine. I have installed more than 20 jabiru engines and have
found that within the first few hours the engine is very vulnerable. At
Green Landings in the first days of taxi testing we can only get about 2
to 3 runs down the runway without getting the temperature to hot. If i
see the temps rising quickly i will shut down the engine and allow it to
cool for an hour or so. Remember heat will build even after the engine
is shut off. Also never run the engine on an open cowled system. This
will also have the cylinder hot in mins. The best thing to do is find
out if your aircraft is stable at just above take off speed and head to
the sky. After the climb the engine will cool in level flight.
Once you have about 10-15 hours and change your oil at around 25 you
will see very noticeable temp differences. After the break in period you
will be able to run your Jabiru engine on the ground without any
problems. Another thing never try to allow your engine to exceed 380,
390 is max.
Have faith, I just needs to break in!!
Ryan Gross
Green Landings Flight Center, Inc
SkyRanger Aircraft
Arion Lightning
304-754-6010
-----Original Message-----
From: "Peter and Jan Disher" <pjdisher@bigpond.com>
Subject: Lightning-List: CHT
To all,
Could someone please help me with some options.
While holding the aircraft into a breeze about 10mph and also taxing my
CHTs are 1-327, 2-330, 3-368, 4-360, 5-427, 6-372 F
How can I reduce the temperature on No 5 @ 427F ?
I have switched the probe from another cylinder and probes are OK.
I also have the cowlings top and bottom fitted.
I have the V plates on top of the cylinders, should they be underneath
the cylinders, would this help?
Would welcome any ideas, anyone.
I'm loosing faith in this JABIRU engine.
Many thanks,
Pete Disher
VH-PDI
Kit 30
http://www.matronics.com/Navigator?Lightning-List
http://forums.matronics.com
http://www.matronics.com/contribution
Message 13
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|
Anthony
ADD more fuel (bigger jets in carb)
Wayne L
N2483G
-- "Catalpa aviation" <catalpaaviation@wideband.net.au> wrote:
Hullo Pete, my CHT are between 240 and 330 F, however my EGT is VERY hig
h and I am working on them. To answer your question, first place the =93
v=94 plates below, I have also made glass ramps to the inlets to get a
better air flow, last week I also did the sump mode and that made my oil
temp acceptable, now if I could just get the EGT=92s down<?xml:namespac
e prefix = o ns = "urn:schemas-microsoft-com:office:office" />
Anthony Morrison kit 32
-----Original Message-----
From: owner-lightning-list-server@matronics.com [mailto:owner-lightning-
list-server@matronics.com] On Behalf Of ryan gross
Sent: Thursday, 25 September 2008 10:32 PM
Subject: Re: Lightning-List: CHT
Pete,
It is not advised to do much taxi testing or ground run ups with your ne
w Jabiru engine. I have installed more than 20 jabiru engines and have f
ound that within the first few hours the engine is very vulnerable. At G
reen Landings in the first days of taxi testing we can only get about 2
to 3 runs down the runway without getting the temperature to hot. If i s
ee the temps rising quickly i will shut down the engine and allow it to
cool for an hour or so. Remember heat will build even after the engine i
s shut off. Also never run the engine on an open cowled system. This wil
l also have the cylinder hot in mins. The best thing to do is find out i
f your aircraft is stable at just above take off speed and head to the s
ky. After the climb the engine will cool in level flight.
Once you have about 10-15 hours and change your oil at around 25 you wil
l see very noticeable temp differences. After the break in period you wi
ll be able to run your Jabiru engine on the ground without any problems.
Another thing never try to allow your engine to exceed 380, 390 is max.
Have faith, I just needs to break in!!
Ryan Gross
Green Landings Flight Center, Inc
SkyRanger Aircraft
Arion Lightning
304-754-6010
-----Original Message-----
From: "Peter and Jan Disher" <pjdisher@bigpond.com>
Subject: Lightning-List: CHT
To all,
Could someone please help me with some options.
While holding the aircraft into a breeze about 10mph and also taxing my
CHTs are 1-327, 2-330, 3-368, 4-360, 5-427, 6-372 F
How can I reduce the temperature on No 5 @ 427F ?
I have switched the probe from another cylinder and probes are OK.
I also have the cowlings top and bottom fitted.
I have the V plates on top of the cylinders, should they be underneath t
he cylinders, would this help?
Would welcome any ideas, anyone.
I'm loosing faith in this JABIRU engine.
Many thanks,
Pete Disher
VH-PDI
Kit 30
http://www.matronics.com/Navigator?Lightning-Listhttp://forums.matroni
cs.comhttp://www.matronics.com/contribution - The Lightning-
List Email Forum - --> http://www.matronics.com/Navigator?Lightning-Li
st - MATRONICS WEB FORUMS - --> http://forums.matronics.
com - List Contribution Web Site - Thank you for your gener
ous support! -Matt Dralle, List Admin. --
========================
========================
========================
========================
========================
========================
===================
____________________________________________________________
Save on Internet Security Hardware and Software - Click here.
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Message 14
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|
What Wayne said=2C your engine is running too lean and needs a bigger jet.
You'll see your EGT's drop a lot with a little adjustment. Just curious
=2C what numbers are you seeing?
From: waynelenox@juno.comDate: Thu=2C 25 Sep 2008 22:40:46 +0000To: lightni
ng-list@matronics.comSubject: RE: Lightning-List: CHT
Anthony
ADD more fuel (bigger jets in carb)
Wayne L
N2483G-- "Catalpa aviation" <catalpaaviation@wideband.net.au> wrote:
Hullo Pete=2C my CHT are between 240 and 330 F=2C however my EGT is VERY hi
gh and I am working on them. To answer your question=2C first place the
=93v=94 plates below=2C I have also made glass ramps to the inlets to get
a better air flow=2C last week I also did the sump mode and that made my oi
l temp acceptable=2C now if I could just get the EGT=92s down
Anthony Morrison kit 32
-----Original Message-----From: owner-lightning-list-server@matronics.com [
mailto:owner-lightning-list-server@matronics.com] On Behalf Of ryan grossSe
nt: Thursday=2C 25 September 2008 10:32 PMTo: lightning-list@matronics.comS
ubject: Re: Lightning-List: CHT
Pete=2C
It is not advised to do much taxi testing or ground run ups with your new J
abiru engine. I have installed more than 20 jabiru engines and have found t
hat within the first few hours the engine is very vulnerable. At Green Land
ings in the first days of taxi testing we can only get about 2 to 3 runs do
wn the runway without getting the temperature to hot. If i see the temps ri
sing quickly i will shut down the engine and allow it to cool for an hour o
r so. Remember heat will build even after the engine is shut off. Also neve
r run the engine on an open cowled system. This will also have the cylinder
hot in mins. The best thing to do is find out if your aircraft is stable a
t just above take off speed and head to the sky. After the climb the engine
will cool in level flight.
Once you have about 10-15 hours and change your oil at around 25 you will s
ee very noticeable temp differences. After the break in period you will be
able to run your Jabiru engine on the ground without any problems. Another
thing never try to allow your engine to exceed 380=2C 390 is max.
Have faith=2C I just needs to break in!!
Ryan GrossGreen Landings Flight Center=2C IncSkyRanger AircraftArion Lightn
ing304-754-6010
-----Original Message-----From: "Peter and Jan Disher" <pjdisher@bigpond.co
m>To: <lightning-list@matronics.com>Date: Thu=2C 25 Sep 2008 16:46:29 +1000
Subject: Lightning-List: CHT
To all=2C
Could someone please help me with some options.
While holding the aircraft into a breeze about 10mph and also taxing my CHT
s are 1-327=2C 2-330=2C 3-368=2C 4-360=2C 5-427=2C 6-372 F
How can I reduce the temperature on No 5 @ 427F ?
I have switched the probe from another cylinder and probes are OK.
I also have the cowlings top and bottom fitted.
I have the V plates on top of the cylinders=2C should they be underneath th
e cylinders=2C would this help?
Would welcome any ideas=2C anyone.
I'm loosing faith in this JABIRU engine.
Many thanks=2C
Pete Disher
VH-PDI
Kit 30
http://www.matronics.com/Navigator?Lightning-Listhttp://forums.matronics
.comhttp://www.matronics.com/contribution - The Lightning-List
Email Forum - --> http://www.matronics.com/Navigator?Lightning-List
- MATRONICS WEB FORUMS - --> http://forums.matronics.com
- List Contribution Web Site - Thank you for your generous support!
-Matt Dralle=2C List Admin. --> http://www.ma
tronics.com/contribution
ist">http://www.matronics.com/Navigator?Lightning-List
tronics.com
www.matronics.com/contribution
____________________________________________________________ Save on Intern
et Security Hardware and Software - Click here.
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.
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50F681DAD532637!5295.entry?ocid=TXT_TAGLM_WL_domore_092008
Message 15
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Hi Brian, My EGT range from 1100 to 1300 and fairly even
Pete Disher
----- Original Message -----
From: Brian Whittingham
To: lightning-list@matronics.com
Sent: Friday, September 26, 2008 9:02 AM
Subject: RE: Lightning-List: CHT
What Wayne said, your engine is running too lean and needs a bigger
jet. You'll see your EGT's drop a lot with a little adjustment. Just
curious, what numbers are you seeing?
-------------------------------------------------------------------------
-----
From: waynelenox@juno.com
Date: Thu, 25 Sep 2008 22:40:46 +0000
To: lightning-list@matronics.com
Subject: RE: Lightning-List: CHT
Anthony
ADD more fuel (bigger jets in carb)
Wayne L
N2483G
-- "Catalpa aviation" <catalpaaviation@wideband.net.au> wrote:
Hullo Pete, my CHT are between 240 and 330 F, however my EGT is VERY
high and I am working on them. To answer your question, first place the
=93v=94 plates below, I have also made glass ramps to the inlets to get
a better air flow, last week I also did the sump mode and that made my
oil temp acceptable, now if I could just get the EGT=92s down
Anthony Morrison kit 32
-----Original Message-----
From: owner-lightning-list-server@matronics.com
[mailto:owner-lightning-list-server@matronics.com] On Behalf Of ryan
gross
Sent: Thursday, 25 September 2008 10:32 PM
To: lightning-list@matronics.com
Subject: Re: Lightning-List: CHT
Pete,
It is not advised to do much taxi testing or ground run ups with your
new Jabiru engine. I have installed more than 20 jabiru engines and have
found that within the first few hours the engine is very vulnerable. At
Green Landings in the first days of taxi testing we can only get about 2
to 3 runs down the runway without getting the temperature to hot. If i
see the temps rising quickly i will shut down the engine and allow it to
cool for an hour or so. Remember heat will build even after the engine
is shut off. Also never run the engine on an open cowled system. This
will also have the cylinder hot in mins. The best thing to do is find
out if your aircraft is stable at just above take off speed and head to
the sky. After the climb the engine will cool in level flight.
Once you have about 10-15 hours and change your oil at around 25 you
will see very noticeable temp differences. After the break in period you
will be able to run your Jabiru engine on the ground without any
problems. Another thing never try to allow your engine to exceed 380,
390 is max.
Have faith, I just needs to break in!!
Ryan Gross
Green Landings Flight Center, Inc
SkyRanger Aircraft
Arion Lightning
304-754-6010
-----Original Message-----
From: "Peter and Jan Disher" <pjdisher@bigpond.com>
To: <lightning-list@matronics.com>
Date: Thu, 25 Sep 2008 16:46:29 +1000
Subject: Lightning-List: CHT
To all,
Could someone please help me with some options.
While holding the aircraft into a breeze about 10mph and also taxing
my CHTs are 1-327, 2-330, 3-368, 4-360, 5-427, 6-372 F
How can I reduce the temperature on No 5 @ 427F ?
I have switched the probe from another cylinder and probes are OK.
I also have the cowlings top and bottom fitted.
I have the V plates on top of the cylinders, should they be underneath
the cylinders, would this help?
Would welcome any ideas, anyone.
I'm loosing faith in this JABIRU engine.
Many thanks,
Pete Disher
VH-PDI
Kit 30
http://www.matronics.com/Navigator?Lightning-Listhttp://forums.matronics.
comhttp://www.matronics.com/contribution - The
Lightning-List Email Forum - -->
http://www.matronics.com/Navigator?Lightning-List -
MATRONICS WEB FORUMS - --> http://forums.matronics.com -
List Contribution Web Site - Thank you for your generous support!
-Matt Dralle, List Admin. -->
http://www.matronics.com/contribution
ist">http://www.matronics.com/Navigator?Lightning-List
tronics.com
www.matronics.com/contribution
____________________________________________________________
Save on Internet Security Hardware and Software - Click here.
st" target=_blank>http://www.matronics.com/Navigator?Lightning-List
ttp://forums.matronics.com
=_blank>http://www.matronics.com/contribution
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Checked by AVG - http://www.avg.com
9/25/2008 7:23 PM
Message 16
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|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Message 17
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|
Thanks Ryan, I'm using a "Revmaster" carby 40mm and it is very easy to
adjust mixture, even from the cockpit, I could certainly do that.
Earlier I had it adjusted, from the cockpit, where from full rich,
pulling the mixture back would increase rpm to idle cut-off. I have
since adjusted where rpm does not increase when leaning to idle cut-off.
Thanks again, I will aim to increase the EGT a bit.
Pete Disher
----- Original Message -----
From: ryan@greenlandings.com
To: lightning-list@matronics.com
Sent: Friday, September 26, 2008 12:00 PM
Subject: Re: Lightning-List: CHT
Pete,
I think that you may need to decrease the size of your jet. You should
get something in the mid to low 1300 on takeoff and about 1400 to 1420
in cruise. This will give you optimal fuel burn and clean spark plugs. I
think if you continue to see those number your engine will run rough and
you will foul the plugs.
Ryan
Green Landings
-------------------------------------------------------------------------
-----
From: "Peter and Jan Disher" <pjdisher@bigpond.com>
Date: Fri, 26 Sep 2008 11:36:16 +1000
To: <lightning-list@matronics.com>
Subject: Re: Lightning-List: CHT
Hi Brian, My EGT range from 1100 to 1300 and = fairly even
Pete Disher
----- Original Message -----
From: Brian Whittingham
To: lightning-list@matronics.com=
Sent: Friday, September 26, = 2008 9:02 AM
Subject: RE: Lightning-List: = CHT
What Wayne said, your engine is running too lean and = needs a
bigger jet. You'll see your EGT's drop a lot with a little
adjustment. Just curious, what numbers are you seeing?
-------------------------------------------------------------------------
-----
From: waynelenox@juno.com
Date: Thu, 25 Sep 2008 22:40:46 +0000
To: lightning-list@matronics.com
Subject: RE: Lightning-List: CHT
Anthony
ADD more fuel (bigger jets = in carb)
Wayne L
N2483G
-- "Catalpa aviation" <catalpaaviation@wideband.net.au> wrote:
Hullo Pete, = my CHT are between 240 and 330 F, however my EGT
is VERY high and I am = working on them. To answer your
question, first place the = =93v=94 plates below, I have
also made glass ramps to the inlets = to get a better air flow,
last week I also did the sump mode and that made my = oil temp
acceptable, now if I could just get the EGT=92s down
Anthony = Morrison kit 32
-----Original Message-----
From: owner-lightning-list-server@matronics.com
[mailto:owner-lightning-list-server@matronics.com] On Behalf Of ryan =
gross
Sent: Thursday, 25 September = 2008 10:32 PM
To: lightning-list@matronics.com
Subject: Re: Lightning-List: CHT
Pete,
It is not advised = to do much taxi testing or ground run ups
with your new Jabiru engine. I have = installed more than 20
jabiru engines and have found that within the first = few hours
the engine is very vulnerable. At Green Landings in the = first
days of taxi testing we can only get about 2 to 3 runs down the
runway = without getting the temperature to hot. If i see the
temps rising quickly i = will shut down the engine and allow it
to cool for an hour or so. Remember = heat will build even after
the engine is shut off. Also never run the = engine on an open
cowled system. This will also have the cylinder hot in mins. The =
best thing to do is find out if your aircraft is stable at just =
above take off speed and head to the sky. After the climb the
engine = will cool in level flight.
Once you have about = 10-15 hours and change your oil at around
25 you will see very noticeable temp = differences. After the
break in period you will be able to run your = Jabiru engine on
the ground without any problems. Another thing never try to allow your
= engine to exceed 380, 390 is max.
Have faith, I just needs = to break in!!
Ryan = Gross
Green Landings Flight Center, Inc
SkyRanger = Aircraft
Arion Lightning
304-754-6010
-----Original Message-----
From: "Peter and Jan Disher" <pjdisher@bigpond.com>
To: <lightning-list@matronics.com>
Date: Thu, 25 Sep 2008 = 16:46:29 +1000
Subject: Lightning-List: CHT
To = all,
Could someone please = help me with some options.
While holding the = aircraft into a breeze about 10mph and also
taxing my CHTs are 1-327, 2-330, 3-368, = 4-360, 5-427, 6-372 F
How can I reduce the = temperature on No 5 @ 427F ?
I have switched the = probe from another cylinder and probes
are OK.
I also have the cowlings = top and bottom fitted.
I have the V plates on = top of the cylinders, should they be
underneath the cylinders, = would this help?
Would welcome any ideas, = anyone.
I'm loosing faith in = this JABIRU engine.
Many thanks,
Pete Disher
VH-PDI
Kit = 30
http://www.matronics.com/Navigator?Lightning-Listhttp://forums.matronics.
comhttp://www.matronics.com/contribution =- The
Lightning-List Email Forum - -->
http://www.matronics.com/Navigator?Lightning-List &nbs= p;
- MATRONICS WEB FORUMS = - --> http://forums.matronics.com
&nbs= p; - List Contribution Web Site = - Thank = you for your
generous support! &nbs= p; = ; -Matt
Dralle, List = Admin. =--> http://www.matronics.com/contribution
ist">http://www.matronics.com/Navigator?Lightning-List tronics.com
www.matronics.com/contribution
________________________________________________________= ____
Save on Internet Security Hardware and Software - = Click here.
st" =
target=3D_blank>http://www.matronics.com/Navigator?Lightning-List
ttp://forums.matronics.com
=3D_blank>http://www.matronics.com/contribution
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from = Jamie. Learn Now
href=3D"http://www.matronics.com/Navigator?Lightning-List">http://www.m
at= ronics.com/Navigator?Lightning-List
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href=3D"http://www.matronics.com/contribution">http://www.matronics.com
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Message 18
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Subject: | Lightning Fly-In is just around the corner |
I am sorry to say I will not make it to the fly-in this year.
Truth be told, I am ashamed to show my face due to the almost total lack
of
progress on my Lightning this summer. No-one's fault but my own.
The summer wasn't totally wasted however, as I have increased the
plane's
passenger or luggage carrying capacity by 14lbs! :-)
I hope you all have a great time and learn a lot this weekend.
Now that the garage has cooled down, I will be getting back to work.
Colin K.
OK
Lightning # 52 under construction.
http://www.mykitlog.com/cojaken
-----Original Message-----
From: owner-lightning-list-server@matronics.com
[mailto:owner-lightning-list-server@matronics.com] On Behalf Of
N1BZRich@aol.com
Sent: Wednesday, September 24, 2008 11:53 PM
Subject: Lightning-List: Lightning Fly-In is just around the corner
To all Lightning listers,
As most of you know this weekend is the second annual Lightning
Fly-In
at the Lightning "factory" in
Shelbyville, TN. The SYI guys have lots of good things planned for us
and
will be introducing two new members of their group. Katie is their new
"staff" pilot and will be doing both OT&E flights (Phase 1 type stuff)
plus
she will be flying some of the transition training flights for them as
well.
I have had the pleasure of flying with Katie on several sorties while
here
and she is a good pilot that will fit in well with the overall Lightning
team. "Cleco" is the other new member of the Lightning group. She has
a
somewhat "catty" reputation and has been seen trying to rub up on Nick
and
Mark, and has even been seen sitting on their laps trying to get some
attention. I must admit, she is cute little female, but I think Katie
is
easier to talk "airplanes" to and is just as cute. Now don't blush
Katie.
Actually the fun has already started as far as I am concerned. I
arrived last Thursday and Joe and Linda Mathias got here Tuesday. They
are
making some mods to their airplane and I have been having a great time
doing
some performance testing on the recently "reconfigured" Lightning Demo.
If
you haven't guessed what I am talking about, I am going to "spill the
beans"
so to speak. Nick liked the new wing tip extensions on the prototype
so
much that he has retrofitted them to the new demo. I must say I am
really
impressed. Those darn things are actually faster than the shorter
original
tips, especially at altitude (about 5 mph at 10,000'), and of course
they
lower the stall speed, shorten the takeoff roll, increase the rate of
climb,
and increase service ceiling. The other day (after it got too bumpy for
accurate rate of climb test down low) I decided to "go high" just for
fun.
On the way to 14,000 I decided to time the climb from 9,000 feet to
10,000
feet. Before I tell you what I got on the stop watch (yes a real stop
watch
- remember I had been doing Vx and Vy testing down low) I want to remind
you
that for best rate of climb you should use true airspeed, especially
when up
high. So using the true airspeed of what I had previously determined
was Vy
for the demo, it only took me 1:07 to climb the 1000' between 9 and 10
thousand feet. I thought that was pretty amazing - darn near 1000 feet
per
minute at that altitude.
It is late, so I will sign off now, but you really need to make it
to
this Saturday's fly in at SYI. We will be doing lots of demo rides,
some
formation flying, lots of hangar talk, a few briefings, some skunk works
experiments, and there is always the chance of a surprise event. You
really
need to be here if you are even halfway interested in the Lightning.
Blue Skies,
Buz
_____
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Message 19
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G'Day Anthony, would like to talk to , could you email your phone
number.
Pete Disher
- Original Message -----
From: Catalpa aviation
To: lightning-list@matronics.com
Sent: Friday, September 26, 2008 8:18 AM
Subject: RE: Lightning-List: CHT
Hullo Pete, my CHT are between 240 and 330 F, however my EGT is VERY
high and I am working on them. To answer your question, first place the
"v" plates below, I have also made glass ramps to the inlets to get a
better air flow, last week I also did the sump mode and that made my oil
temp acceptable, now if I could just get the EGT's down
Anthony Morrison kit 32
-----Original Message-----
From: owner-lightning-list-server@matronics.com
[mailto:owner-lightning-list-server@matronics.com] On Behalf Of ryan
gross
Sent: Thursday, 25 September 2008 10:32 PM
To: lightning-list@matronics.com
Subject: Re: Lightning-List: CHT
Pete,
It is not advised to do much taxi testing or ground run ups with your
new Jabiru engine. I have installed more than 20 jabiru engines and have
found that within the first few hours the engine is very vulnerable. At
Green Landings in the first days of taxi testing we can only get about 2
to 3 runs down the runway without getting the temperature to hot. If i
see the temps rising quickly i will shut down the engine and allow it to
cool for an hour or so. Remember heat will build even after the engine
is shut off. Also never run the engine on an open cowled system. This
will also have the cylinder hot in mins. The best thing to do is find
out if your aircraft is stable at just above take off speed and head to
the sky. After the climb the engine will cool in level flight.
Once you have about 10-15 hours and change your oil at around 25 you
will see very noticeable temp differences. After the break in period you
will be able to run your Jabiru engine on the ground without any
problems. Another thing never try to allow your engine to exceed 380,
390 is max.
Have faith, I just needs to break in!!
Ryan Gross
Green Landings Flight Center, Inc
SkyRanger Aircraft
Arion Lightning
304-754-6010
-----Original Message-----
From: "Peter and Jan Disher" <pjdisher@bigpond.com>
To: <lightning-list@matronics.com>
Date: Thu, 25 Sep 2008 16:46:29 +1000
Subject: Lightning-List: CHT
To all,
Could someone please help me with some options.
While holding the aircraft into a breeze about 10mph and also taxing
my CHTs are 1-327, 2-330, 3-368, 4-360, 5-427, 6-372 F
How can I reduce the temperature on No 5 @ 427F ?
I have switched the probe from another cylinder and probes are OK.
I also have the cowlings top and bottom fitted.
I have the V plates on top of the cylinders, should they be underneath
the cylinders, would this help?
Would welcome any ideas, anyone.
I'm loosing faith in this JABIRU engine.
Many thanks,
Pete Disher
VH-PDI
Kit 30
http://www.matronics.com/Navigator?Lightning-Listhttp://forums.matronics.
comhttp://www.matronics.com/contribution - The
Lightning-List Email Forum - -->
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9/25/2008 7:23 PM
Message 20
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Subject: | Re: Lightning Fly-In is just around the corner |
In a message dated 9/25/2008 9:52:15 A.M. Eastern Daylight Time,
Kayberg@aol.com writes:
Our initial experience with the wing extensions is that they dramatically
change the landing angle. the plane tends to "float" with any excess
airspeed, and makes landing over an obstacle or into a tight field difficult.
Also,
at the lower speeds, the airspeed indicator doesnt read very well. Our local
builder is debating wether to cut his off!!!
Also, the roll is significantly more difficult. That fighterlike quickness
is dulled.
I must say I am surprised at Doug's comments above and Wayne's agreeing that
everything he said was true. You guys are trying to land the new wing tip
extension Lightning too fast. In fact Doug states that it will "float" with
any excess airspeed. Heck, any airplane will float with excess airspeed -
that is what excess means - too much. The amount of float depends on two basic
things - how excessively fast you are and how "slick" an airplane is will
effect energy bleed off. I have no idea what you mean by them dramatically
changing the landing angle, but they stall at exactly the same angle of attack
as
the short wing Lightning. They both have the same airfoil. I think we all
learned that in Aero 101.
I have flow both the prototype and the demo with the new tips and I really
like the way they fly and the way they land - and it lands just like the short
wing version, just slower. Yes, the roll response is just slightly slower
(it never did have fighter like quickness). The control response is nice -
with the pitch being lighter than 99% of general aviation aircraft and the
roll, because of the high aspect wing, being heavier than pitch. As speed
increases, pitch stays relatively light, but roll forces increase, once again
because of the high aspect wing.
I guarantee you, if flown properly you can get into and out of a much
shorter runway (with or without trees on the end) with the new wing extensions.
Also, the wing with the new extensions still slips just fine if you find
yourself slightly high and fast on final. Or as Nick suggested use 40 degrees
of
flaps if you find yourself high or slightly fast. But what you really want to
do is fly the proper speeds in the pattern. And don't fly those wide bomber
or airline type approaches. Shoot for 1.3 times the stall speed rolling out
on a 1/4 mile to 1/2 mile final and let that speed bleed off over the
overrun as you get ready to touch down. And know what a 1/4 mile or a 1/2 mile
looks like. How long is your runway? Is is 2,500 feet long (about 1/2 mile);
is it 5000' (about 1 mile)? That will help you judge how far out your base
should be. And learn to start "seeing" the desired glide path while you are
still on downwind. Sorry to sound like I am preaching, but wide patterns and
landing too fast are some of the things that bother me. And did I say full
stall landing? Please go back to one of the previous Lightning newsletters
and re-read the article that Nick and I co-authored about landings. If you
disagree with anything in that article or anything I said above, lets talk about
it. You know what they say, you can either agree with me or be wrong.
Please at least smile at this, I am trying to inject some humor.
Today I flew the demo again doing more preliminary ASTM testing for the
future SLSA Lightning. I took off with the airplane weighing exactly 1320
pounds, immediately climbed to 5,000 to do heavy weight stall testing. OAT at
5,000 MSL was 66 degrees and the density altitude was 6250'. Clean stall was
52
miles per hour (will be easily below 52 at sea level for light sport). Stall
at 10 degree flaps was 48 mph, 20 degree flap stall was 44 mph, 30 degree
stall was 42 mph, and 40 degree stall was 38 mph. There was a nice buffet
about 3 mph above each stall, and all were straight forward (you must keep the
ball centered) except for a slight right roll (I sit on the right side) on the
40 degree stall. Since Lightning recommends using 30 degree flaps for a
normal landing your final approach speed should be 1.3 X 42 mph which would be
54.6 mph. Lets make it 55 for an easier number to remember. Yes, you can add
half the gust factor for gusting winds, but don't start adding 5 mph for each
kid, 5 mph for the bride, and 5 mph because it is the fourth Thursday of the
month. Just fly 55 on final and you will find it lands just fine, doesn't
float excessively, and certainly doesn't have a "different landing angle" -
what ever that is. Heck, I will even let you use 60 on final with no problems
getting down and clear of the runway in about 1,000 feet.
Guys, I don't care if you have 40,000 hours or 40 hours. If you fly any
airplane like we talked about above you will have a great chance of making good
landings. Well, maybe not the lunar lander. But my point is -follow the
basic rules and you will do fine. Hangar talk is sometimes interesting to
listen to, but if it goes against the basic rules of good stick and rudder
airmanship, don't put too much credence into it.
Again, sorry to get so long winded, but I want everyone to know that his
airplane (with or without the new wings tip extensions) flys just fine when
flown and landed the way all airplanes should be flown. Yes, they may be
exceptions (the lunar lander) but the Lightning is not one of them.
Blue Skies,
Buz
PS: Airspeed control.
**************Looking for simple solutions to your real-life financial
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Message 21
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Have tried bigger jets to no avail; have lifted the floats as high as I
can for next flight, if it improves will go to larger jets. Numbers are
up to 1500F in cruise (2950rpm)
I have 285 needle and 255 main in at the moment, tried 290 needle and
280 main, only ran well with carby heat on no matter what jets were
fitted. Beats me!
Anthony
-----Original Message-----
From: owner-lightning-list-server@matronics.com
[mailto:owner-lightning-list-server@matronics.com] On Behalf Of Brian
Whittingham
Sent: Friday, 26 September 2008 9:03 AM
Subject: RE: Lightning-List: CHT
What Wayne said, your engine is running too lean and needs a bigger jet.
You'll see your EGT's drop a lot with a little adjustment. Just
curious, what numbers are you seeing?
_____
From: waynelenox@juno.com
Subject: RE: Lightning-List: CHT
Anthony
ADD more fuel (bigger jets in carb)
Wayne L
N2483G
-- "Catalpa aviation" <catalpaaviation@wideband.net.au> wrote:
Hullo Pete, my CHT are between 240 and 330 F, however my EGT is VERY
high and I am working on them. To answer your question, first place the
"v" plates below, I have also made glass ramps to the inlets to get a
better air flow, last week I also did the sump mode and that made my oil
temp acceptable, now if I could just get the EGT's down
Anthony Morrison kit 32
-----Original Message-----
From: owner-lightning-list-server@matronics.com
[mailto:owner-lightning-list-server@matronics.com] On Behalf Of ryan
gross
Sent: Thursday, 25 September 2008 10:32 PM
Subject: Re: Lightning-List: CHT
Pete,
It is not advised to do much taxi testing or ground run ups with your
new Jabiru engine. I have installed more than 20 jabiru engines and have
found that within the first few hours the engine is very vulnerable. At
Green Landings in the first days of taxi testing we can only get about 2
to 3 runs down the runway without getting the temperature to hot. If i
see the temps rising quickly i will shut down the engine and allow it to
cool for an hour or so. Remember heat will build even after the engine
is shut off. Also never run the engine on an open cowled system. This
will also have the cylinder hot in mins. The best thing to do is find
out if your aircraft is stable at just above take off speed and head to
the sky. After the climb the engine will cool in level flight.
Once you have about 10-15 hours and change your oil at around 25 you
will see very noticeable temp differences. After the break in period you
will be able to run your Jabiru engine on the ground without any
problems. Another thing never try to allow your engine to exceed 380,
390 is max.
Have faith, I just needs to break in!!
Ryan Gross
Green Landings Flight Center, Inc
SkyRanger Aircraft
Arion Lightning
304-754-6010
-----Original Message-----
From: "Peter and Jan Disher" <pjdisher@bigpond.com>
Subject: Lightning-List: CHT
To all,
Could someone please help me with some options.
While holding the aircraft into a breeze about 10mph and also taxing my
CHTs are 1-327, 2-330, 3-368, 4-360, 5-427, 6-372 F
How can I reduce the temperature on No 5 @ 427F ?
I have switched the probe from another cylinder and probes are OK.
I also have the cowlings top and bottom fitted.
I have the V plates on top of the cylinders, should they be underneath
the cylinders, would this help?
Would welcome any ideas, anyone.
I'm loosing faith in this JABIRU engine.
Many thanks,
Pete Disher
VH-PDI
Kit 30
http://www.matronics.com/Navigator?Lightning-List
http://forums.matronics.com
http://www.matronics.com/contribution
- The Lightning-List Email Forum -
--> http://www.matronics.com/Navigator?Lightning-List
- MATRONICS WEB FORUMS -
--> http://forums.matronics.com <http://forums.matronics.com/>
- List Contribution Web Site -
Thank you for your generous support!
-Matt Dralle, List Admin.
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www.matronics.com/contribution
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Pete my phone number is 0407 804 503
Anthony
-----Original Message-----
From: owner-lightning-list-server@matronics.com
[mailto:owner-lightning-list-server@matronics.com] On Behalf Of Peter
and Jan Disher
Sent: Friday, 26 September 2008 1:09 PM
Subject: Re: Lightning-List: CHT
G'Day Anthony, would like to talk to , could you email your phone
number.
Pete Disher
- Original Message -----
From: Catalpa aviation <mailto:catalpaaviation@wideband.net.au>
Sent: Friday, September 26, 2008 8:18 AM
Subject: RE: Lightning-List: CHT
Hullo Pete, my CHT are between 240 and 330 F, however my EGT is VERY
high and I am working on them. To answer your question, first place the
"v" plates below, I have also made glass ramps to the inlets to get a
better air flow, last week I also did the sump mode and that made my oil
temp acceptable, now if I could just get the EGT's down
Anthony Morrison kit 32
-----Original Message-----
From: owner-lightning-list-server@matronics.com
[mailto:owner-lightning-list-server@matronics.com] On Behalf Of ryan
gross
Sent: Thursday, 25 September 2008 10:32 PM
Subject: Re: Lightning-List: CHT
Pete,
It is not advised to do much taxi testing or ground run ups with your
new Jabiru engine. I have installed more than 20 jabiru engines and have
found that within the first few hours the engine is very vulnerable. At
Green Landings in the first days of taxi testing we can only get about 2
to 3 runs down the runway without getting the temperature to hot. If i
see the temps rising quickly i will shut down the engine and allow it to
cool for an hour or so. Remember heat will build even after the engine
is shut off. Also never run the engine on an open cowled system. This
will also have the cylinder hot in mins. The best thing to do is find
out if your aircraft is stable at just above take off speed and head to
the sky. After the climb the engine will cool in level flight.
Once you have about 10-15 hours and change your oil at around 25 you
will see very noticeable temp differences. After the break in period you
will be able to run your Jabiru engine on the ground without any
problems. Another thing never try to allow your engine to exceed 380,
390 is max.
Have faith, I just needs to break in!!
Ryan Gross
Green Landings Flight Center, Inc
SkyRanger Aircraft
Arion Lightning
304-754-6010
-----Original Message-----
From: "Peter and Jan Disher" <pjdisher@bigpond.com>
Subject: Lightning-List: CHT
To all,
Could someone please help me with some options.
While holding the aircraft into a breeze about 10mph and also taxing my
CHTs are 1-327, 2-330, 3-368, 4-360, 5-427, 6-372 F
How can I reduce the temperature on No 5 @ 427F ?
I have switched the probe from another cylinder and probes are OK.
I also have the cowlings top and bottom fitted.
I have the V plates on top of the cylinders, should they be underneath
the cylinders, would this help?
Would welcome any ideas, anyone.
I'm loosing faith in this JABIRU engine.
Many thanks,
Pete Disher
VH-PDI
Kit 30
http://www.matronics.com/Navigator?Lightning-List
http://forums.matronics.com
http://www.matronics.com/contribution
- The Lightning-List Email Forum -
--> http://www.matronics.com/Navigator?Lightning-List
- MATRONICS WEB FORUMS -
--> http://forums.matronics.com
- List Contribution Web Site -
Thank you for your generous support!
-Matt Dralle, List Admin.
--> http://www.matronics.com/contribution
href="http://www.matronics.com/Navigator?Lightning-List">http://www.matr
onics.com/Navigator?Lightning-List
href="http://forums.matronics.com">http://forums.matronics.com
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