Today's Message Index:
----------------------
1. 08:38 AM - CHT update (Ralph E. Capen)
2. 08:52 AM - Re: CHT update (Ollie Washburn)
3. 09:18 AM - Re: CHT update (Ralph E. Capen)
4. 12:14 PM - Re: CHT update (J. Mcculley)
5. 01:24 PM - Fw: Re: CHT update (Ralph E. Capen)
Message 1
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After monkeying with my #1 cylinder blockoff plate (too many times), I ended up
with a removeable plate about 3/4" tall on the outboard side gradually sloping
to about 1-1/2" on the inboard side.
The cruise CHTs are within 10 degrees from highest to lowest and within 5 degrees
of the average and run between 330 and 370. FWIW, cruise EGT's are within
20 degrees from highest to lowest and within 10 degrees of average and run between
1150 and 1250.
Climbing and descending get a little out of kilter - but stay within limits.
So everyone knows the environment....:
RV6A with larger main tires and 5x5 nosewheel tire and fork (grass strip)
AerosportPower IO360B1F6 (180hp)
9.2:1 pistons
AFP injection (updraft)
LASAR ignition (with CHT sender in alternate location to facilitate diagnostics)
Vetterman dual crossover heater-mufflers
SamJames Cowl and plenum (newer intake box)
AFS3400EM providing engine diagnostic data
On to more test flying,
Ralph
Message 2
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Ralph,
Did you make your own nose wheel fork?
Ollie
6A & S7S
On Mon, Jul 20, 2009 at 11:36 AM, Ralph E. Capen <recapen@earthlink.net>wrote:
> recapen@earthlink.net>
>
> After monkeying with my #1 cylinder blockoff plate (too many times), I
> ended up with a removeable plate about 3/4" tall on the outboard side
> gradually sloping to about 1-1/2" on the inboard side.
>
> The cruise CHTs are within 10 degrees from highest to lowest and within 5
> degrees of the average and run between 330 and 370. FWIW, cruise EGT's are
> within 20 degrees from highest to lowest and within 10 degrees of average
> and run between 1150 and 1250.
>
> Climbing and descending get a little out of kilter - but stay within
> limits.
>
> So everyone knows the environment....:
>
> RV6A with larger main tires and 5x5 nosewheel tire and fork (grass strip)
> AerosportPower IO360B1F6 (180hp)
> 9.2:1 pistons
> AFP injection (updraft)
> LASAR ignition (with CHT sender in alternate location to facilitate
> diagnostics)
> Vetterman dual crossover heater-mufflers
> SamJames Cowl and plenum (newer intake box)
> AFS3400EM providing engine diagnostic data
>
> On to more test flying,
> Ralph
>
>
Message 3
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I'll answer this one off-line so as not to confuse the subject
-----Original Message-----
>From: Ollie Washburn <ollies7s@gmail.com>
>Sent: Jul 20, 2009 11:51 AM
>To: lycomingengines-list@matronics.com
>Subject: Re: LycomingEngines-List: CHT update
>
>Ralph,
> Did you make your own nose wheel fork?
>Ollie
>6A & S7S
>
>On Mon, Jul 20, 2009 at 11:36 AM, Ralph E. Capen <recapen@earthlink.net>wrote:
>
>> recapen@earthlink.net>
>>
>> After monkeying with my #1 cylinder blockoff plate (too many times), I
>> ended up with a removeable plate about 3/4" tall on the outboard side
>> gradually sloping to about 1-1/2" on the inboard side.
>>
>> The cruise CHTs are within 10 degrees from highest to lowest and within 5
>> degrees of the average and run between 330 and 370. FWIW, cruise EGT's are
>> within 20 degrees from highest to lowest and within 10 degrees of average
>> and run between 1150 and 1250.
>>
>> Climbing and descending get a little out of kilter - but stay within
>> limits.
>>
>> So everyone knows the environment....:
>>
>> RV6A with larger main tires and 5x5 nosewheel tire and fork (grass strip)
>> AerosportPower IO360B1F6 (180hp)
>> 9.2:1 pistons
>> AFP injection (updraft)
>> LASAR ignition (with CHT sender in alternate location to facilitate
>> diagnostics)
>> Vetterman dual crossover heater-mufflers
>> SamJames Cowl and plenum (newer intake box)
>> AFS3400EM providing engine diagnostic data
>>
>> On to more test flying,
>> Ralph
>>
>>
>>
>>
>>
>>
>>
>>
Message 4
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Your results are similar to mine with a standard Lyc O-360 and standard
production piston compression ratios.
Can you comment on the various dimensions you experimented with prior to
the ones with 3/4" outboard end and 1-1/2" inboard end, as related to
the temperatures they created? Any pics available? Also, what actual
temperatures are you seeing in climb that you referred to as being "a
little out of kilter--but stay within limits"?
Jim McCulley
===========================================================================================================
Ralph E. Capen wrote:
>
> After monkeying with my #1 cylinder blockoff plate (too many times), I ended
up with a removeable plate about 3/4" tall on the outboard side gradually sloping
to about 1-1/2" on the inboard side.
>
> The cruise CHTs are within 10 degrees from highest to lowest and within 5 degrees
of the average and run between 330 and 370. FWIW, cruise EGT's are within
20 degrees from highest to lowest and within 10 degrees of average and run between
1150 and 1250.
>
> Climbing and descending get a little out of kilter - but stay within limits.
>
> So everyone knows the environment....:
>
> RV6A with larger main tires and 5x5 nosewheel tire and fork (grass strip)
> AerosportPower IO360B1F6 (180hp)
> 9.2:1 pistons
> AFP injection (updraft)
> LASAR ignition (with CHT sender in alternate location to facilitate diagnostics)
> Vetterman dual crossover heater-mufflers
> SamJames Cowl and plenum (newer intake box)
> AFS3400EM providing engine diagnostic data
>
> On to more test flying,
> Ralph
>
>
>
>
>
>
>
>
Message 5
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Forwarded without attachments - if someone wants them contact me directly.....
-----Forwarded Message-----
>From: "Ralph E. Capen" <recapen@earthlink.net>
>Sent: Jul 20, 2009 3:56 PM
>To: lycoming engine list <lycomingengines-list@matronics.com>
>Cc: mcculleyja@starpower.net
>Subject: Re: LycomingEngines-List: CHT update
>
>Here's a picture of what I started with. I did not change the width - only the
height - and I tried to
>maintain the profile of the cylinder head as I shortened it.
>
>At first, I took off 1/16" - not seeing any results.....one of the posters verbally
whacked me on the head....
>I removed it completely to see the difference (and made it removeable for iterative
maintenance). I flew
>once without it. Then, I put it back on with 7/16" more removed and got some
satisfaction. Whacked
>another 3/16" to get real close - then I took about 1/16" more from the thicker
(inboard) side.
>
>The spreadsheet represents a two-part flight - the first part I was trying to
lean the engine a bit and the
>#3 started going up. The second part had a pretty long cruise segment where the
CHT's stayed pretty
>much together. The climbs and descents are where they got out of kilter in my
opinion.
>
>Maybe, it is a gozillionth of an inch too small now.....
>
>Hope this helps
>
>-----Original Message-----
>>From: "J. Mcculley" <mcculleyja@starpower.net>
>>Sent: Jul 20, 2009 3:11 PM
>>To: lycomingengines-list@matronics.com
>>Subject: Re: LycomingEngines-List: CHT update
>>
>>
>>Your results are similar to mine with a standard Lyc O-360 and standard
>>production piston compression ratios.
>>
>>Can you comment on the various dimensions you experimented with prior to
>>the ones with 3/4" outboard end and 1-1/2" inboard end, as related to
>>the temperatures they created? Any pics available? Also, what actual
>>temperatures are you seeing in climb that you referred to as being "a
>>little out of kilter--but stay within limits"?
>>
>>Jim McCulley
>>===========================================================================================================
>>
>>Ralph E. Capen wrote:
>>>
>>> After monkeying with my #1 cylinder blockoff plate (too many times), I ended
up with a removeable plate about 3/4" tall on the outboard side gradually sloping
to about 1-1/2" on the inboard side.
>>>
>>> The cruise CHTs are within 10 degrees from highest to lowest and within 5 degrees
of the average and run between 330 and 370. FWIW, cruise EGT's are within
20 degrees from highest to lowest and within 10 degrees of average and run
between 1150 and 1250.
>>>
>>> Climbing and descending get a little out of kilter - but stay within limits.
>>>
>>> So everyone knows the environment....:
>>>
>>> RV6A with larger main tires and 5x5 nosewheel tire and fork (grass strip)
>>> AerosportPower IO360B1F6 (180hp)
>>> 9.2:1 pistons
>>> AFP injection (updraft)
>>> LASAR ignition (with CHT sender in alternate location to facilitate diagnostics)
>>> Vetterman dual crossover heater-mufflers
>>> SamJames Cowl and plenum (newer intake box)
>>> AFS3400EM providing engine diagnostic data
>>>
>>> On to more test flying,
>>> Ralph
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>
>
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