Today's Message Index:
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0. 12:11 AM - Just A Few More Days To Make Your List Contribution... (Matt Dralle)
1. 05:19 AM - Re: CHT update (Ralph E. Capen)
2. 09:35 AM - Re: CHT update (Deems Herring)
3. 09:52 AM - Re: CHT update (Ralph E. Capen)
Message 0
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| Subject: | Just A Few More Days To Make Your List Contribution... |
There is less than a week left in this year's List Fund Raiser and only a few short
days to grab one of the great Contribution Gifts available this year. Support
is still significantly lagging behind last year at this point but hopefully
it will pick up here towards the end. Please remember that it is solely the
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Thank you!
Matt Dralle
Matronics EMail List and Forum Administrator
Message 1
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Thanks Deems,
I haven't touched the underside baffling from Vans stock configuration. Good methodology
suggestion! Based on a number of responses - I think I'll probably
leave it alone for a while and see how it runs.
Ralph
-----Original Message-----
>From: Deems Herring <dsleepy47@hotmail.com>
>Sent: Nov 23, 2009 9:05 PM
>To: lycomingengines-list@matronics.com
>Subject: RE: LycomingEngines-List: CHT update
>
>
>The accuracy of the readings is a different question but the relative flow on
each side should be controlled by the length of the baffle below and between the
cylinders. increase the length of the baffle for the cold cylinders or or shorten
the ones for the hot cylinders to change the balance. Remove the same amount
from both ends of baffle if you don't want to change the balance between
1/3 or 2/4. I wouldn't have a pm with calling what you have close enough.
>
>
>
>Deems
>
>
>
>Here's the setup:
>IO360B1F6
>9.2:1 pistons
>AFP Fuel Injection
>LASAR Ignition with CHT sender relocated to allow for testing
>Vetterman Dual Crossover Heater/Mufflers
>SamJames cowl and plenum
>Advanced Flight Systems 3400 Engine Monitor
>
>Oil Cooler mounted behind #4 cylinder
>Air for both Heater/Mufflers behind #3 cylinder
>
>For constant power setting, here's the consistency that I have achieved:
>#1 and #3 cylinders run within three degrees (avg) of each other
>#2 and #4 cylinders run within three degrees (avg) of each other
>The #1/#3 cylinders run 8.5 degrees hotter (avg) than the #2/#4 cylinders
>
>With the members of the sets of cylinders running this close each other, I'm thinking
that I have the balance (front to rear) for each side pretty well matched.
>
>I'm trying to wrap my head around what could be causing the right side to run
hotter than the left. Here's some of what I'm thinking...: With this plenum set-up,
I'm thinking that the pressure/volume should equalize from left to right.
This would leave me with not much to change to cause more cooling air to go
from the left to the right - meaning that I probably have to live with the differences.
Alternatively, maybe it's not really hotter...the two sets of CHT
wires for the left side (both equal length) are about three feet longer than
the ones for the right side (again, both equal length). Could the difference
in the lengths of the wires account for the reported temperature difference?
>
>I'm pretty close to thinking that this is as good as it gets...but I would really
like to know why...
>
>Thanks,
>Ralph
>
>
>
>_________________________________________________________________
>Windows 7: It works the way you want. Learn more.
>http://www.microsoft.com/Windows/windows-7/default.aspx?ocid=PID24727::T:WLMTAGL:ON:WL:en-US:WWL_WIN_evergreen:112009v2
Message 2
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That sounds like a reasonable plan to me. My guess without looking up the n
umbers is that your temperature differentials are with the margin of error
for the instrument. If all the temperatures are below your limits I see no
reason to change anything. I was just answering your question about how to
affect individual cylinder temps not making a recommendation that it was ne
cessary.
Deems
> Date: Tue=2C 24 Nov 2009 08:17:05 -0500
> From: recapen@earthlink.net
> To: lycomingengines-list@matronics.com
> Subject: RE: LycomingEngines-List: CHT update
>
thlink.net>
>
> Thanks Deems=2C
>
> I haven't touched the underside baffling from Vans stock configuration. G
ood methodology suggestion! Based on a number of responses - I think I'll p
robably leave it alone for a while and see how it runs.
_________________________________________________________________
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Message 3
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Deems,
All temps are within limits.
Glad to know there's something else I can do.....if it ever becomes necessary.
Flying on.....
Ralph
-----Original Message-----
>From: Deems Herring <dsleepy47@hotmail.com>
>Sent: Nov 24, 2009 12:32 PM
>To: lycomingengines-list@matronics.com
>Subject: RE: LycomingEngines-List: CHT update
>
>
>That sounds like a reasonable plan to me. My guess without looking up the numbers
is that your temperature differentials are with the margin of error for the
instrument. If all the temperatures are below your limits I see no reason to
change anything. I was just answering your question about how to affect individual
cylinder temps not making a recommendation that it was necessary.
>
>
>
>Deems
>
>
>
>> Date: Tue, 24 Nov 2009 08:17:05 -0500
>> From: recapen@earthlink.net
>> To: lycomingengines-list@matronics.com
>> Subject: RE: LycomingEngines-List: CHT update
>>
>>
>> Thanks Deems,
>>
>> I haven't touched the underside baffling from Vans stock configuration. Good
methodology suggestion! Based on a number of responses - I think I'll probably
leave it alone for a while and see how it runs.
>
>_________________________________________________________________
>Bing brings you maps, menus, and reviews organized in one place.
>http://www.bing.com/search?q=restaurants&form=MFESRP&publ=WLHMTAG&crea=TEXT_MFESRP_Local_MapsMenu_Resturants_1x1
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