Today's Message Index:
----------------------
1. 04:47 AM - High compression, high CHTs (Jim Stone)
2. 05:11 AM - Re: High compression, high CHTs (Tom Martin)
3. 06:49 AM - Re: High compression, high CHTs (N395V)
4. 08:23 AM - Re: High compression, high CHTs (Wolfgang Meyn)
5. 08:33 AM - EVO FOR SALE (Wolfgang Meyn)
6. 09:31 AM - Re: Re: High compression, high CHTs (CalBru@aol.com)
7. 09:38 AM - Re: Re: High compression, high CHTs (Hr2pilot@aol.com)
8. 03:37 PM - Re: High compression, high CHTs (N395V)
Message 1
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| Subject: | High compression, high CHTs |
First let me announce the fact that N918JK is flying, as of about a week
ago.
Second, I need some advice to clear up high CHTs.
I am running ElectroAir's ignition on lower plugs and a Slick Mag on the
upper plugs. I have 10-1 pistons in new Lycoming jugs. On the first
few short flights my CHTs climbed right through redline on 5 or 6
cylinders in less than 5 minutes. My EIS timing was factory set to 23
deg to account for the high compression and I set the mag at 25 deg per
the engine placard. I reduced the EIS to 20 degrees and saw some relief
but two of the CHTs (6 and 2) still climbing into the low to mid 400s.
Today I plan on retarding the Mag to 20 degrees because during cruise I
felt a vibration and turned the Mag off and the vibration went away so I
feel like the two ignitions were not working together. CHT #4 is my
coolest with a difference from the hottest (#6) 80-100 deg.
Question: What timing have you high compression guys been using to get
reasonable CHTs?
Other than ensuring no leaks in the baffles what else can I do?
BTW, a friend installed the louvers on the bottom of his F-1 cowl and it
had no effect so I'm not going there until last.
Thanks for you time,
Jim Stone
Louisville KY
Message 2
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| Subject: | High compression, high CHTs |
Jim
I have had ok service from the elctro air systems but others
have noted erratic ignition timing . Contact Jim Winings, in Indianapolis
regarding his electro air situation, as it sounds similar to what you are
experiencing.
Tom Martin
_____
From: owner-rocket-list-server@matronics.com
[mailto:owner-rocket-list-server@matronics.com] On Behalf Of Jim Stone
Sent: September 23, 2007 7:47 AM
Subject: Rocket-List: High compression, high CHTs
First let me announce the fact that N918JK is flying, as of about a week
ago.
Second, I need some advice to clear up high CHTs.
I am running ElectroAir's ignition on lower plugs and a Slick Mag on the
upper plugs. I have 10-1 pistons in new Lycoming jugs. On the first few
short flights my CHTs climbed right through redline on 5 or 6 cylinders in
less than 5 minutes. My EIS timing was factory set to 23 deg to account for
the high compression and I set the mag at 25 deg per the engine placard. I
reduced the EIS to 20 degrees and saw some relief but two of the CHTs (6 and
2) still climbing into the low to mid 400s. Today I plan on retarding the
Mag to 20 degrees because during cruise I felt a vibration and turned the
Mag off and the vibration went away so I feel like the two ignitions were
not working together. CHT #4 is my coolest with a difference from the
hottest (#6) 80-100 deg.
Question: What timing have you high compression guys been using to get
reasonable CHTs?
Other than ensuring no leaks in the baffles what else can I do?
BTW, a friend installed the louvers on the bottom of his F-1 cowl and it had
no effect so I'm not going there until last.
Thanks for you time,
Jim Stone
Louisville KY
"http://www.matronics.com/Navigator?Rocket-List"http://www.matronics.com/Nav
igator?Rocket-List
12:07 PM
12:07 PM
Message 3
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| Subject: | Re: High compression, high CHTs |
Congratulations on getting in the air.
I have a stock IO540 and fought CHTs forever, tweaked baffling mesed with timing.
Got to where all was ok in cruise but always on climbout I quickly blew through
400Deg F everytime.
Finally put louvers in and have had no problems since.
I think your friend with the louvers probably has an additional issue.
--------
Milt
2003 F1 Rocket
2006 Radial Rocket
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=135874#135874
Message 4
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| Subject: | High compression, high CHTs |
Hi Jim,
congratulations!!
Calibrate your CHT probes. (Check on the ground what a calibrated high
quality temp. tester (Fluke) will show you).
If you are using bayonet type probes they might be reading higher and are
considered fairly inaccurate (screw in type are more accurate)
What EM are you using?
If your ignition would be the only problem area you'd see high CHTs on all
Cylinders.
What is your T/O fuel flow?
Check your baffle gaps! I am referring to Kent Pacers book "Speed with
Economy" (P. 59) :
. The cylinder barrel baffle gap was best at 7/8" to 1.0 inch. The cylinder
head baffle gap was much more critical to controlling temperatures,
but gave best results at dimensions of 21/4".
When I was using 10:1s the engine was timed at 20deg. and I had no
problems, however I used a Dual LSE Plasma III setup.
Also check that the top part of your cowling intakes allows a smooth airflow
transition towards your engine baffling. If this area is rough or curves up
at steep angles your
cooling airflow will be very disturbed.
Hope this helped.
Wolfgang
_____
From: owner-rocket-list-server@matronics.com
[mailto:owner-rocket-list-server@matronics.com] On Behalf Of Jim Stone
Sent: Sunday, September 23, 2007 5:47 AM
Subject: Rocket-List: High compression, high CHTs
First let me announce the fact that N918JK is flying, as of about a week
ago.
Second, I need some advice to clear up high CHTs.
I am running ElectroAir's ignition on lower plugs and a Slick Mag on the
upper plugs. I have 10-1 pistons in new Lycoming jugs. On the first few
short flights my CHTs climbed right through redline on 5 or 6 cylinders in
less than 5 minutes. My EIS timing was factory set to 23 deg to account for
the high compression and I set the mag at 25 deg per the engine placard. I
reduced the EIS to 20 degrees and saw some relief but two of the CHTs (6 and
2) still climbing into the low to mid 400s. Today I plan on retarding the
Mag to 20 degrees because during cruise I felt a vibration and turned the
Mag off and the vibration went away so I feel like the two ignitions were
not working together. CHT #4 is my coolest with a difference from the
hottest (#6) 80-100 deg.
Question: What timing have you high compression guys been using to get
reasonable CHTs?
Other than ensuring no leaks in the baffles what else can I do?
BTW, a friend installed the louvers on the bottom of his F-1 cowl and it had
no effect so I'm not going there until last.
Thanks for you time,
Jim Stone
Louisville KY
Message 5
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Hi Gents,
my 2006 F1 EVO (160TT) is for Sale.
Details can be found on Barnstormers ( <http://www.barnstormers.com/>
www.barnstormers.com).
Since my engine setup might not be for everyone, I would sell the airplane
without engine (incl. accessories).
This would lower the price tag significantly and would give a potential
buyer more options to customize (IO 550, Turbine, etc).
Whatever price we might settle on minus $45000.00.
Let me know of anybody who might be interested.
Cheers
Wolfgang
Message 6
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| Subject: | Re: High compression, high CHTs |
I'd like details re: the louvers. I fly 116 very gingerly in the summer,
have a ball with it in the winter. It has cold air induction, tuned exhaust
and a plenum, but still seem to run hot.
Thanks,
Cal
116
118 hours
Message 7
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| Subject: | Re: High compression, high CHTs |
What do you all consider high temps?
john
Message 8
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| Subject: | Re: High compression, high CHTs |
To me anything over 380 is too high.
[quote="What do you all consider high temps?
john
> [b]
--------
Milt
2003 F1 Rocket
2006 Radial Rocket
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