Today's Message Index:
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1. 06:38 AM - Re: Rocket-List Digest: 9 Msgs - 09/25/07 (Frazier, Vincent A)
2. 09:23 AM - Re: Rocket-List Digest: 6 Msgs - 09/24/07Rocket-List Digest: 6 Msgs - 09/24/07High compression, high CHTsHigh compression, high CHTsHigh compression, high CHTsHigh compression, high CHTsHigh compression, high CHTsHigh compression, high CHTsHigh compression, high CHTs (Peter van Schoonhoven)
3. 06:14 PM - Re: Rocket-List Digest: 6 Msgs - 09/24/07Rocket-List Digest: 6 Msgs - 09/24/07High compression, high CHTsHigh compression, high CHTsHigh compression, high CHTsHigh compression, high CHTsHigh compression, high CHTsHigh compression, high C (Jim Stone)
Message 1
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| Subject: | RE: Rocket-List Digest: 9 Msgs - 09/25/07 |
SNIP 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 SNIP
I have no doubt that yours works great. The one I had used the mag
trigger and was unsatisfactory. Jim W. had the same problems with the
mag trigger system, but was quite happy with the EI on his RV-4, IIRC.
Jeff refunded my money and I have nothing bad to say about his company
or ideas. It just wouldn't work with the mag trigger on my ship.
Vince
Message 2
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| Subject: | Re: Rocket-List Digest: 6 Msgs - 09/24/07Rocket-List Digest: |
6 Msgs - 09/24/07High compression, high CHTsHigh compression, high CHTsHigh
compression, high CHTsHigh compression, high CHTsHigh compression, high
CHTsHigh compression, high CHTsHigh compression, high CHTs
Gentlemen,
There have been many emails concerning the mags and ignition timing. The
actual problem is high CHTs . Ignition issues MIGHT be a possible cause of
this. But there are many other reasons that CHTs are high, and before
delving into ignition issues alone, some of the other possibilities should
be investigated.
As I see it here is a summary of the situation:
1. new engine
2, New engine installation, a new cowling, baffles, instrumentation
Here is what I would check first:
1. Baffle and seal condition and fitment
2. Are CHTs high even at reduced power? Yes the engine can make a lot of
HP and heat, but at say 20 inches and 2300 rpm the temps should be low,
assuming the cowling and baffles are working properly. If it will not run
cool at low power, then the cowling design air flow must be improved.
3. Is the opening at the bottom of the cowling big enough? I have had
airplanes where the lower opening was too small, adding a cowl flap made a
huge difference in CHTs. I am not saying this is necessary, but compare the
opening to other Rockets first. The person who cut the lower opening may
not have used the right dimensions
4. Investigate the fins on the cylinders, especially those between the
spark plugs. You can look down and see right through there, but on some
cylinders I have bought, there was a great deal of flashing not removed
from the casting which reduces airflow there and hence heat dissipation.
Not to mention, that is right where the CHT probe lives.
These problems can be frustrating. I am only trying to help direct your
efforts to the place where the solution might be found. Good luck.
Peter van Schoonhoven
RV3, C210, Bucker Jungmann, all flying; Harmon Rocket abuilding
Message 3
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| Subject: | Re: Rocket-List Digest: 6 Msgs - 09/24/07Rocket-List Digest: |
6 Msgs - 09/24/07High compression, high CHTsHigh compression, high CHTsHigh
compression, high CHTsHigh compression, high CHTsHigh compression, high
CHTsHigh compression, high C
Good points and most have been considered.
1. Baffles are good.
2. CHTs only high above 23 inches MAP
3. Don't know how to measure such an irregular shape such as the cowl
opening. I did little to no trimming on John's stock cowl.
4. Will have a look at the cylinder fins for flashing.
Thanks,
Jim Stone
Louisville
UPDATE CHTs are now staying below 390 deg except for cyl #6 when above 23"
MAP. BTW, My oil cooler is aft of #6. Oil temps are 200 ish and lately a
bit less. All indications are that the initial break in has occurred but I
will continue to run it hard. Did you know that Lycoming recommends running
at 24"MAP and 2300rpm and every five minutes advance rpm to max and slowly
retard to 2200 then back to 2300 and continue this routine for 20 minutes.
After that, they don't really say. Check out there videos on the Lycoming
website under support.
----- Original Message -----
From: "Peter van Schoonhoven" <pvans@pacifier.com>
Sent: Wednesday, September 26, 2007 12:22 PM
Subject: Re: Rocket-List: Rocket-List Digest: 6 Msgs - 09/24/07Rocket-List
Digest: 6 Msgs - 09/24/07High compression, high CHTsHigh compression, high
CHTsHigh compression, high CHTsHigh compression, high CHTsHigh compression,
high CHTsHigh compression, high CHTsHigh compression, high CHTs
> <pvans@pacifier.com>
>
> Gentlemen,
>
> There have been many emails concerning the mags and ignition timing. The
> actual problem is high CHTs . Ignition issues MIGHT be a possible cause
> of this. But there are many other reasons that CHTs are high, and before
> delving into ignition issues alone, some of the other possibilities should
> be investigated.
>
> As I see it here is a summary of the situation:
> 1. new engine
> 2, New engine installation, a new cowling, baffles, instrumentation
>
> Here is what I would check first:
>
> 1. Baffle and seal condition and fitment
> 2. Are CHTs high even at reduced power? Yes the engine can make a lot of
> HP and heat, but at say 20 inches and 2300 rpm the temps should be low,
> assuming the cowling and baffles are working properly. If it will not run
> cool at low power, then the cowling design air flow must be improved.
> 3. Is the opening at the bottom of the cowling big enough? I have had
> airplanes where the lower opening was too small, adding a cowl flap made a
> huge difference in CHTs. I am not saying this is necessary, but compare
> the opening to other Rockets first. The person who cut the lower opening
> may not have used the right dimensions
> 4. Investigate the fins on the cylinders, especially those between the
> spark plugs. You can look down and see right through there, but on some
> cylinders I have bought, there was a great deal of flashing not removed
> from the casting which reduces airflow there and hence heat dissipation.
> Not to mention, that is right where the CHT probe lives.
>
> These problems can be frustrating. I am only trying to help direct your
> efforts to the place where the solution might be found. Good luck.
>
> Peter van Schoonhoven
> RV3, C210, Bucker Jungmann, all flying; Harmon Rocket abuilding
>
>
>
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