Today's Message Index:
----------------------
1. 12:21 AM - Re: Rocket-List Digest: 6 Msgs - 09/24/07 (jayfred_r6@yahoo.com)
2. 04:59 AM - Re: High compression, high CHTs (Jim Stone)
3. 05:12 AM - Re: High compression, high CHTs (Jim Stone)
4. 06:06 AM - Re: High compression, high CHTs (Bob J.)
5. 07:05 AM - louvers (Frazier, Vincent A)
6. 10:48 AM - Re: louvers (Rob Ray)
7. 10:57 AM - Re: High compression, high CHTs (Rob Ray)
8. 11:27 AM - Re: louvers (Bob J.)
9. 08:39 PM - Re: High compression, high CHTs (Jones15183@aol.com)
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| Subject: | Re: Rocket-List Digest: 6 Msgs - 09/24/07 |
Sent via BlackBerry from T-Mobile
-----Original Message-----
From: Rocket-List Digest Server <rocket-list@matronics.com>
To:Rocket-List Digest List <rocket-list-digest@matronics.com>
Subject: Rocket-List Digest: 6 Msgs - 09/24/07
*
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Total Messages Posted Mon 09/24/07: 6
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Today's Message Index:
----------------------
1. 04:36 AM - Re: High compression, high CHTs (Rob Ray)
2. 06:44 AM - Re: High compression, high CHTs (Wernerworld)
3. 07:06 PM - Re: High compression, high CHTs (Jim Stone)
4. 07:18 PM - Re: High compression, high CHTs (Jim Stone)
5. 08:10 PM - Re: High compression, high CHTs (Jones15183@aol.com)
6. 08:54 PM - Re: High compression, high CHTs (Bob J.)
________________________________ Message 1 _____________________________________
Time: 04:36:10 AM PST US
From: Rob Ray <smokyray@yahoo.com>
Subject: RE: Rocket-List: High compression, high CHTs
Jim,
I have the exact same setup in my HR2, a LyCon IO-540 with 10:1's and a EI ignition.
I have low CHT's comparatively, 330F in cruise on the lowest, 350F on
the highest. Since you are still breaking it in, I would give a chance for the
rings to seat, something highly evident inflight. You get a noticeable CHT and
oil temp drop. You need to run it hard, I mean HARD the first 5 hours. I typically
do a full power climb to 10,000+ feet on a new engine several times. The
timing issue sounds like the Mag, but one easy way to check is to isolate them
inflight which it sounds like you have. The EI timing is pretty straightforward
and works good, lasts a long time. I would check the timing on both, clean
the plugs and try it again...
Rob Ray
Tom Martin <fairlea@amtelecom.net> wrote: v\:* {behavior:url(#default#VML);}
o\:* {behavior:url(#default#VML);} w\:* {behavior:url(#default#VML);} .shape
{behavior:url(#default#VML);} st1\:*{behavior:url(#default#ieooui)
} 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
To: rocket-list@matronics.com
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
Release Date: 20/09/2007 12:07 PM
20/09/2007 12:07 PM
---------------------------------
Pinpoint customers who are looking for what you sell.
________________________________ Message 2 _____________________________________
Time: 06:44:47 AM PST US
From: "Wernerworld" <russ@wernerworld.com>
Subject: Re: Rocket-List: High compression, high CHTs
Jim,
I run my mag at 25 degrees. What kind of temp did you see? Lycoming
redline is 500F. Hope you dind't get that high.
Russ
----- Original Message -----
From: Rob Ray
Sent: Monday, September 24, 2007 5:33 AM
Subject: RE: Rocket-List: High compression, high CHTs
Jim,
I have the exact same setup in my HR2, a LyCon IO-540 with 10:1's and
a EI ignition. I have low CHT's comparatively, 330F in cruise on the
lowest, 350F on the highest. Since you are still breaking it in, I would
give a chance for the rings to seat, something highly evident inflight.
You get a noticeable CHT and oil temp drop. You need to run it hard, I
mean HARD the first 5 hours. I typically do a full power climb to
10,000+ feet on a new engine several times. The timing issue sounds like
the Mag, but one easy way to check is to isolate them inflight which it
sounds like you have. The EI timing is pretty straightforward and works
good, lasts a long time. I would check the timing on both, clean the
plugs and try it again...
Rob Ray
Tom Martin <fairlea@amtelecom.net> wrote:
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
To: rocket-list@matronics.com
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
-------------------------------------------------------------------------
-----
9/23/2007 1:53 PM
________________________________ Message 3 _____________________________________
Time: 07:06:39 PM PST US
From: "Jim Stone" <jrstone@insightbb.com>
Subject: Re: Rocket-List: High compression, high CHTs
Thanks Rob,
What timing do have your mag and EI set at?
Jim
----- Original Message -----
From: Rob Ray
To: rocket-list@matronics.com
Sent: Monday, September 24, 2007 7:33 AM
Subject: RE: Rocket-List: High compression, high CHTs
Jim,
I have the exact same setup in my HR2, a LyCon IO-540 with 10:1's
and a EI ignition. I have low CHT's comparatively, 330F in cruise on the
lowest, 350F on the highest. Since you are still breaking it in, I would
give a chance for the rings to seat, something highly evident inflight.
You get a noticeable CHT and oil temp drop. You need to run it hard, I
mean HARD the first 5 hours. I typically do a full power climb to
10,000+ feet on a new engine several times. The timing issue sounds like
the Mag, but one easy way to check is to isolate them inflight which it
sounds like you have. The EI timing is pretty straightforward and works
good, lasts a long time. I would check the timing on both, clean the
plugs and try it again...
Rob Ray
Tom Martin <fairlea@amtelecom.net> wrote:
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
To: rocket-list@matronics.com
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 4 _____________________________________
Time: 07:18:57 PM PST US
From: "Jim Stone" <jrstone@insightbb.com>
Subject: Re: Rocket-List: High compression, high CHTs
Hey Russ,
The second flight they were climbing to redline and I had to land at my
emergency field. They have responded to retarding the timing to 20 deg.
I also discovered the mag was not timed where I had set it, it was way
early, probably a rookie mistake. I think I may have seen the drop that
comes with initial breakin just today, temps were better (less than
410). The engine does not seem to be as smooth as I would like but I
have little experience behind a souped up 540. I will keep moving the
timing around until I find the setting that is best for my engine.
Jim Stone
Louisville
----- Original Message -----
From: Wernerworld
To: rocket-list@matronics.com
Sent: Monday, September 24, 2007 9:43 AM
Subject: Re: Rocket-List: High compression, high CHTs
Jim,
I run my mag at 25 degrees. What kind of temp did you see? Lycoming
redline is 500F. Hope you dind't get that high.
Russ
----- Original Message -----
From: Rob Ray
To: rocket-list@matronics.com
Sent: Monday, September 24, 2007 5:33 AM
Subject: RE: Rocket-List: High compression, high CHTs
Jim,
I have the exact same setup in my HR2, a LyCon IO-540 with 10:1's
and a EI ignition. I have low CHT's comparatively, 330F in cruise on the
lowest, 350F on the highest. Since you are still breaking it in, I would
give a chance for the rings to seat, something highly evident inflight.
You get a noticeable CHT and oil temp drop. You need to run it hard, I
mean HARD the first 5 hours. I typically do a full power climb to
10,000+ feet on a new engine several times. The timing issue sounds like
the Mag, but one easy way to check is to isolate them inflight which it
sounds like you have. The EI timing is pretty straightforward and works
good, lasts a long time. I would check the timing on both, clean the
plugs and try it again...
Rob Ray
Tom Martin <fairlea@amtelecom.net> wrote:
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
To: rocket-list@matronics.com
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
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
-------------------------------------------------------------------------
---
Release Date: 9/23/2007 1:53 PM
________________________________ Message 5 _____________________________________
Time: 08:10:38 PM PST US
From: Jones15183@aol.com
Subject: Re: Rocket-List: High compression, high CHTs
Jim. are you aware that your EIS has an automatic advance of +7 degrees. So
whatever you set the initial setting on , at 2500 RPM degrees the timing is
supposed to read 25 degrees BTDC. Or whatever your manufacturer calls for
your engine. At 23/23 you might be reading a timing of approx. 32 degrees
BTDC. At alt. your highest timing might be 38 degrees BTDC. There are a lot
of questions that could be answered about your Eis if I knew all the
parameters. Do You have the CSTW or the rear timing mount system. It makes a
lots of
defference in adjusting your timing system. billy waters
________________________________ Message 6 _____________________________________
Time: 08:54:46 PM PST US
From: "Bob J." <rocketbob@gmail.com>
Subject: Re: Rocket-List: High compression, high CHTs
Jim, congrats on your first flight. Its too bad you have to spend this time
debugging and not enjoying something you spent years building.
1. What type of pickup (crank trigger/mag hole trigger)?
2. Which plugs are you running on the bottoms?
3. Have you connected a voltmeter to the the Electroair to determine how
much advance there is?
4. Why are your mags not timed exactly to the EI?
Regards,
Bob Japundza
RV-6 flying F1 under const.
On 9/23/07, Jim Stone <jrstone@insightbb.com> wrote:
>
> 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: | Re: High compression, high CHTs |
Billy,
No I am not aware of an automatic advance of +7 degrees.
I have had daily phone conversations with Mike (the new owner) of
ElectroAir. He has been most helpful and very patient with
troubleshooting and adjusting the EIS. He set the timing at 23 BTDC due
to the 10-1 pistons. My pistons are forged racing pistons from a very
nice engine overhaul shop in Ontario CA, sorry I forgot the name. The
pistons tops are ceramic coated and have a MolyB coating on the sides,
and they are in factory new Lyc jugs. This may explain the high temps.
The ElectroAir system uses a toothed ring on the crank behind the
flywheel and a magnetic sensor to read the gap. This signal goes to a
controller aft of the firewall, which then controls the coils located
forward of the firewall. A MAP or manifold air pressure sensor is teed
into the cockpit MAP gage line to provide an input to the controller at
all power setting to optimize the ignition curve.
Please tell me what you recommend the timing be set at. My engine is a
O-540 E4B5 with a Bendix fuel servo RSA5 and Airflow Performance spider
valve.
Don Rivera said the engine appears out of time after reviewing some
takeoff parameters like MAP, RPM, FF,CHT and EGTs and fuel pressure,
which btw were all within limits.
Thanks for the help,
Jim Stone
Louisville KY
----- Original Message -----
From: Jones15183@aol.com
To: rocket-list@matronics.com
Sent: Monday, September 24, 2007 11:10 PM
Subject: Re: Rocket-List: High compression, high CHTs
Jim. are you aware that your EIS has an automatic advance of +7
degrees. So whatever you set the initial setting on , at 2500 RPM
degrees the timing is supposed to read 25 degrees BTDC. Or whatever
your manufacturer calls for your engine. At 23/23 you might be
reading a timing of approx. 32 degrees BTDC. At alt. your highest
timing might be 38 degrees BTDC. There are a lot of questions that
could be answered about your Eis if I knew all the parameters. Do You
have the CSTW or the rear timing mount system. It makes a lots of
defference in adjusting your timing system. billy waters
-------------------------------------------------------------------------
-----
See what's new at AOL.com and Make AOL Your Homepage.
Message 3
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| Subject: | Re: High compression, high CHTs |
Hey Bob,
Thanks, and you are right, it has been a real pain. All my attention has
been on the temps and trying to get the engine running super smooth. It
took 5 flights before I was able to do a stall to verify the stall speed
for landing, I got to do 4 landings without knowing this speed. It was
no big deal, I just flew the airplane.
In answer to your questions,
1. Crank
2.REM 37BY, top and bottom per ElectroAir
3.Yes, ElectroAir said it is correct, although after small adjustment I
did not verify again.
4. The mag is now timed to match the EIS but is not required to be (I'm
told by ElectroAir)
Thanks for your interest and help,
Jim Stone
Louisville KY
----- Original Message -----
From: Bob J.
To: rocket-list@matronics.com
Sent: Monday, September 24, 2007 11:54 PM
Subject: Re: Rocket-List: High compression, high CHTs
Jim, congrats on your first flight. Its too bad you have to spend
this time debugging and not enjoying something you spent years building.
1. What type of pickup (crank trigger/mag hole trigger)?
2. Which plugs are you running on the bottoms?
3. Have you connected a voltmeter to the the Electroair to determine
how much advance there is?
4. Why are your mags not timed exactly to the EI?
Regards,
Bob Japundza
RV-6 flying F1 under const.
On 9/23/07, Jim Stone <jrstone@insightbb.com> wrote:
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://forums.matronics.com
Message 4
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| Subject: | Re: High compression, high CHTs |
Jim, what's the advance voltmeter showing at cruise power. It should be
right at 25 degrees in cruise, unless manifold pressure drops which it
shouldn't unless you are at 8-9K and above. Also, the old Electroairs were
timed at 0 deg. BTDC, not sure if the new purple ones are still that way.
Regards,
Bob Japundza
RV-6 flying F1 under const.
On 9/25/07, Jim Stone <jrstone@insightbb.com> wrote:
>
> Hey Bob,
> Thanks, and you are right, it has been a real pain. All my attention has
> been on the temps and trying to get the engine running super smooth. It
> took 5 flights before I was able to do a stall to verify the stall speed for
> landing, I got to do 4 landings without knowing this speed. It was no big
> deal, I just flew the airplane.
> In answer to your questions,
> 1. Crank
> 2.REM 37BY, top and bottom per ElectroAir
> 3.Yes, ElectroAir said it is correct, although after small adjustment I
> did not verify again.
> 4. The mag is now timed to match the EIS but is not required to be (I'm
> told by ElectroAir)
> Thanks for your interest and help,
> Jim Stone
> Louisville KY
>
>
> ----- Original Message -----
> *From:* Bob J. <rocketbob@gmail.com>
> *To:* rocket-list@matronics.com
> *Sent:* Monday, September 24, 2007 11:54 PM
> *Subject:* Re: Rocket-List: High compression, high CHTs
>
> Jim, congrats on your first flight. Its too bad you have to spend this
> time debugging and not enjoying something you spent years building.
>
> 1. What type of pickup (crank trigger/mag hole trigger)?
> 2. Which plugs are you running on the bottoms?
> 3. Have you connected a voltmeter to the the Electroair to determine how
> much advance there is?
> 4. Why are your mags not timed exactly to the EI?
>
> Regards,
> Bob Japundza
> RV-6 flying F1 under const.
>
>
Message 5
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|
SNIP 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 SNIP
I'm not sure if I'm the friend that Jim is referring to or not. I
installed louvers under my cowl just in case I ever wanted to go racing
at Reno or other hot spot. They lower my temps by 30 degrees or so.
But, I have had them blocked off all summer with no problems.
My engine runs cool anyway, too cool with the louvers open. Typical
CHTs are 325 to 340, louvers closed, summer days, and 2300RPM and 20".
Temps will go higher with higher power, but they never go over 400 even
on long climbs. Oil temps never go over 200, unless I forget to open
the oil cooler door or am doing multiple touch and goes.
I had very poor results with the Electroair stuff. Jim, have you tried
turning off the Electroair and running on the mag only? I'll bet you
see a massive temp drop.
Vince
Message 6
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Just a plug for the EI system, I have put three systems on my RV's and my Rocket.
All have worked very well when installed per plans. The EI system on my Rocket
has been flawless for 10 years and 500 hours and was installed back in 97.
The EI system on my RV4 now has 1500 hours on it. Jeff Rose designed a superior
system that works very well when used according to the plans.
I challenge anyone's system to that track record...
Rob Ray
"Frazier, Vincent A" <VFrazier@usi.edu> wrote:
SNIP 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 SNIP
I'm not sure if I'm the friend that Jim is referring to or not. I
installed louvers under my cowl just in case I ever wanted to go racing
at Reno or other hot spot. They lower my temps by 30 degrees or so.
But, I have had them blocked off all summer with no problems.
My engine runs cool anyway, too cool with the louvers open. Typical
CHTs are 325 to 340, louvers closed, summer days, and 2300RPM and 20".
Temps will go higher with higher power, but they never go over 400 even
on long climbs. Oil temps never go over 200, unless I forget to open
the oil cooler door or am doing multiple touch and goes.
I had very poor results with the Electroair stuff. Jim, have you tried
turning off the Electroair and running on the mag only? I'll bet you
see a massive temp drop.
Vince
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| Subject: | Re: High compression, high CHTs |
My mag is 25 btdc, the EI is an old one installed at TDC with a crank sensor. It
has a selector switch in the cockpit to activate/deactivate the advance. I am
running airboat Denso spark plugs with Accel plug wires. I ran the exact same
setup in my RV4. Normal cruise advance at 20" MP is 34-36. I would give EI a
call and see if they can help. One way to eliminate the problem would be to replace
both the mag and the EI separately and make test runs. Good Luck...
RR
Jim Stone <jrstone@insightbb.com> wrote:
Thanks Rob,
What timing do have your mag and EI set at?
Jim
----- Original Message -----
From: Rob Ray
To: rocket-list@matronics.com
Sent: Monday, September 24, 2007 7:33 AM
Subject: RE: Rocket-List: High compression, high CHTs
Jim,
I have the exact same setup in my HR2, a LyCon IO-540 with 10:1's and a EI ignition.
I have low CHT's comparatively, 330F in cruise on the lowest, 350F on
the highest. Since you are still breaking it in, I would give a chance for the
rings to seat, something highly evident inflight. You get a noticeable CHT and
oil temp drop. You need to run it hard, I mean HARD the first 5 hours. I typically
do a full power climb to 10,000+ feet on a new engine several times. The
timing issue sounds like the Mag, but one easy way to check is to isolate them
inflight which it sounds like you have. The EI timing is pretty straightforward
and works good, lasts a long time. I would check the timing on both, clean
the plugs and try it again...
Rob Ray
Tom Martin <fairlea@amtelecom.net> wrote: v\:* { BEHAVIOR: url(#default#VML)
} o\:* { BEHAVIOR: url(#default#VML) } w\:* { BEHAVIOR: url(#default#VML)
} .shape { BEHAVIOR: url(#default#VML) } st1\:*{behavior:url(#default#ieooui)
} 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
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matronhref="http://forums.matronics.com">http://forums.matronics.com
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The gold anodized units are great, I have one in my -6. Its been very
trouble-free.
The purple anodized units on the other hand, I would stay away from. Jeff
Rose had someone design the vacuum advance box and the trigger housing, rest
is off the shelf. The Electroair ignition is a rebranded Electromotive HPX
version 2 aftermarket auto ignition system. When they (Electromotive, not
Jeff) changed the circuit design, hence the change in color, the advance
potentiometers stopped working independently of each other. For an aircraft
engine that will cause problems because the units should be set so no
advance occurs from RPM alone. If you disconnect the MAP sensor they will
advance, which is what they should not do, and the old gold units don't do
that. We found all of this out working with Jim Winings' purple box, which
he ended up removing. Vince Frazier worked along in parallel to us and had
the same exact problems, he also ended up removing his as well. I think the
redesign by Electromotive had everything to do with why Jeff sold the
business. The new owners early on didn't have a clue as to how to resolve
any of these issues, and apparently these issues are still lingering.
Regards,
Bob Japundza
RV-6 flying F1 under const.
On 9/25/07, Rob Ray <smokyray@yahoo.com> wrote:
>
> Just a plug for the EI system, I have put three systems on my RV's and my
> Rocket. All have worked very well when installed per plans. The EI system on
> my Rocket has been flawless for 10 years and 500 hours and was installed
> back in 97. The EI system on my RV4 now has 1500 hours on it. Jeff Rose
> designed a superior system that works very well when used according to the
> plans.
>
> I challenge anyone's system to that track record...
>
> Rob Ray
>
>
> *"Frazier, Vincent A" <VFrazier@usi.edu>* wrote:
>
>
>
> SNIP 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
>
> *
>
>
> *
>
>
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| Subject: | Re: High compression, high CHTs |
Jim, there are so many questions that cannot be answered by email. My phone
no. is 254 853-2426.
If you want to call me that's ok. I will be home after 7 pm Wed. night.
billy
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