Today's Message Index:
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1. 09:35 AM - Re: Airflow splitter for EGTs (flylightning)
2. 10:04 AM - Jabiru Engine Class may 13-15th (flylightning)
3. 06:07 PM - 100ll vrs mogas (Tex Mantell)
Message 1
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Subject: | Airflow splitter for EGTs |
Clive,
I think you could fit it to the esqual but it would require a reversal
of the SCAT at the firewall to get back to the airbox. This shouldn't
cause a problem because the splitter is at the carb.
The splitter is mounted like + I haven't tried it the other way. Haven't
thought about it really. IT work very well in our set up and I know that
we have seen uneven EGTS in the lighting.
I really don't want to suggest a solution if others aren't having a
problem.
Nick
-----Original Message-----
From: owner-lightning-list-server@matronics.com
[mailto:owner-lightning-list-server@matronics.com] On Behalf Of James,
Clive R
Sent: Wednesday, April 20, 2011 11:22 PM
Subject: RE: Lightning-List: Airflow splitter for EGTs
This looks interesting and thanks for sharing it. The WOT uneven running
on my Esqual's 3300 went away with a smooth bend though I've never moved
to the next step, chasing EGT's.
I had always wondered if the place for the 'straightening device' was in
a straight line to the carb.
In industrial flow measurement we always have the straightening bundle
after the bend in a straight line to the measuring device.
The bundle is usually just that, a bundle of tubes inside the pipe, that
would be the most efficient way of straightening the flow but in our
case would be a little restrictive of airflow unless the tubes could be
really thin (like drinking straws).
Unfortunately there is no space for the fibreglass tube on the Esqual
and I imagine some other engine installations, though I think something
of the style of this could be fashioned in the last part of the bend..
One question, does the orientation of the cross of the splitter have any
effect. + or x ?
Nick, have you considered, forwarding on these results to the engine
lists? jabiruengines@yahoogroups.com jabiruengine-list@matronics.com
given the benefit that would likely apply to many installations.
Regards, Clive
_____
From: owner-lightning-list-server@matronics.com
[mailto:owner-lightning-list-server@matronics.com] On Behalf Of
flylightning
Sent: 20 April 2011 20:06
Subject: Lightning-List: Airflow splitter for EGTs
Group,
For some time now Bill Browns from IL has been playing with intake
splitters to even out the large Difference in EGTS from left to right
bank.
One of the last designs, a four way splitter, was purposed to go in the
outlet tube of the Airbox to the carb. I know that Bill and a few others
have testing it there with ok results.
A little back story here. From day one we have always attached the SCAT
hose directly to the Carb in a Lightning. The Jabiru manual says to have
a clean bore tube attached to the carb than the scat hose.
For one reason or another I paid no attention to this and didn't do it.
Was as of late, say the last 6 planes or so out of SYI I have installed
a smooth bore fiberglass tube to the carb.
It does make installing the SCAT easier but did nothing for my EGTS,
bummer. So I thought well why not stick the Splitter in the tube right
in front of the CARB, it can't get any worse, and the air certainly
can't tumble after it no room.
So a test flight with out The splitter installed and just the fiberglass
tube revealed EGTs as follows at WOT. Lowest was 1050 degrees and the
highest was near 1400 degrees. Yep that is what we see with out the
tube.
Back on the ground and insert the Splitter. WOW what a difference, low
EGTs now 1180 degrees and the high was 1240 degrees at WOT!!! Never seen
that. Full power in level flight showed the same results. Cruise was
also much better.
So this is just chance right one install, cant be the same on the next
plane right?
Note the 2 pictures, One shows the 4 way splitter insert, and a Splitter
built in to a aluminum tube. The second picture is where the smooth bore
tube attaches, in this case a fiberglass tube for the insert.
The splitter built in to the tube is intended to be a production style
finished part with no insert. So I stuck this on the newest LS-1 we are
flying. Same idea just looks better.
WOW again, same results. WOT EGT low 1140 degrees, High EGT was 1220
Degrees. The rest of course in the middle. The spread was great just a
little rich, so swap out the 255 main jet to a 250 main jet with better
leaner temps.
With the 250 main jet we see 1220 LOW egt and 1280 High EGT at full
power WOT. That's outstanding in my book.
So with two plane flying with identical results I think we are on to
solving the uneven fuel distribution and full throttle. I have sent a
few more of these out to other dealers and Lighting builders to play
with ( umm test) and see what happens.
We just have to find some one to build them for us, unless Bill wants to
mass produce them in his basement!
Nick
Message 2
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Subject: | Jabiru Engine Class may 13-15th |
The May engine class given 13-15th still has available slots.
Mark and Yours truly are the teachers and would love to see you there.
Go to www.usjabiru.com <http://www.usjabiru.com/> and click on the link
for the seminar at the bottom of the home page. Fill out the attendance
sheet and come on down to TN.
Thank you,
Nick Otterback
Arion Aircraft
Message 3
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I now have over 100 hrs on the lightning and its all on 93 oct car gas.
Everything is next to perfect and runs great. It took a while to get the
proper jetting. Now I have to switch to 100 LL and don't know what to
expect. The last few tanks of fuel have been 100LL and It seems to run
even better. Its hard to tell anything with the outside temps have been
35 degrees or lower. Has anyone made the change and what did you
experience? Any comments would be appreciated.
Tex
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