Today's Message Index:
----------------------
0. 12:08 AM - Reminder (Matt Dralle)
1. 06:28 AM - Rocket insurance (Frazier, Vincent A)
2. 06:35 AM - Re: Re: Road Landing (Lee Logan)
3. 06:38 AM - Re: Rocket insurance (CalBru@aol.com)
4. 06:53 AM - Re: Re: Road Landing (Ernest Hale)
5. 07:35 AM - Re: Road Landing (Speedy11@aol.com)
6. 07:44 AM - Re: Re: Road Landing (Michael W Stewart)
7. 07:45 AM - Re: Rocket-List Digest: 4 Msgs - 11/04/09 (larry@ncproto.com)
8. 08:06 AM - Re: Re: Road Landing (Ernest Hale)
9. 01:53 PM - Re: Rocket insurance (Rob Ray)
10. 01:54 PM - Re: Re: Road Landing (Rob Ray)
11. 02:09 PM - High Temps! (Rob Ray)
12. 02:54 PM - Re: High Temps! (Ernest Hale)
13. 03:54 PM - Re: High Temps! (Kevin Shannon)
14. 05:24 PM - Re: High Temps! (Rob Ray)
15. 06:55 PM - Re: High Temps! (Ernest Hale)
16. 07:03 PM - Re: High Temps! (Sprayers@aol.com)
17. 07:03 PM - Re: High Temps! (Ernest Hale)
18. 08:18 PM - Re: Re: Road Landing (Lee Logan)
Message 0
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Dear Listers,
Just a quick reminder that November is the annual List Fund Raiser. The Matronics
Lists are 100% member supported and all of the operational costs are provided
for my your Contributions during this time of the year.
Your personal Contribution makes a difference and keeps all of the Matronics Email
Lists and Forums completely ad-free.
Please make your Contribution today to keep these services up and running!
http://www.matronics.com/contribution
Thank you in advance!
Matt Dralle
Matronics Email List and Forum Administrator
Message 1
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| Subject: | Rocket insurance |
SNIP I just got my insurance from Falcon for my Harmon Rocket II for next
year. It is underwritten by Global-AAU: the EAA program underwriter.
It states that Global will not underwrite new F-1 or Harmon Rockets as
new business.
For Liability ONLY, it increased $125 from last year. SNIP
I just renewed my coverage through AUA and the liability only rate was $50 cheaper.
$560 for the year.
Contact http://www.auaonline.com/ and tell them that they owe me a t-shirt for plugging them online. LOL
Vince Frazier
Flyboy Accessories
3963 Caborn Road
Mount Vernon, IN 47620
812-464-1839
1-888-8FLYBOY
1-888-835-9269
www.flyboyaccessories.com
Message 2
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| Subject: | Re: Road Landing |
Smokey: That's pretty much the way I figure it, but as I drive around this
area, I see power lines everywhere. Our major north-south highway is I-95
(or Navaid 95, as it is known locally!) is fine but it is very busy. Your
chances of getting down unscathed are good, I suspect, but your chances of
clearing 95 unscathed are much less. The frontage road is better in that
respect and has few powerlines itself. I just don't figure I'll be so lucky
as to have an Interstate or frontage road handy when I need one!
My plan has always been to look for the houses on our rural roads and to
land beyond one and short of the next, if at all possible. That way, I
figure I've got a good starting point for the possibility of a clear
landing. I'll have to make a couple of practice passes next time I'm up to
see how easy the power lines themselves are to spot from cruising altitude
(not hard from 1,000' as I recall but normally you'd be pretty committed by
then, I would think). I would really like to be able to pick my spot early
in an engine out situation, but I don't know how absolutely practical that
is.
My Rocket is running much better. My last flight before I took it down for
2-3 weeks of updates was very good with cylinder temps in the 320-350 range
and the oil temp at 190-195. I'm very pleased with that and assuming it
will be the same once I get it back in the air, I will quickly finish the
rest of my operation/flight testing and call it ready for prime time. I've
made arrangements for final painting shortly thereafter, so all is well!
Have a great weekend!
Lee...
Message 3
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| Subject: | Re: Rocket insurance |
Where do we find AUA?
Cal
In a message dated 11/5/2009 7:29:04 A.M. Mountain Standard Time,
VFrazier@usi.edu writes:
--> Rocket-List message posted by: "Frazier, Vincent A" <VFrazier@usi.edu>
SNIP I just got my insurance from Falcon for my Harmon Rocket II for next
year. It is underwritten by Global-AAU: the EAA program underwriter.
It states that Global will not underwrite new F-1 or Harmon Rockets as
new business.
For Liability ONLY, it increased $125 from last year. SNIP
I just renewed my coverage through AUA and the liability only rate was $50
cheaper. $560 for the year.
Contact http://www.auaonline.com/ and tell them that they owe me a
t-shirt for plugging them online. LOL
Vince Frazier
Flyboy Accessories
3963 Caborn Road
Mount Vernon, IN 47620
812-464-1839
1-888-8FLYBOY
1-888-835-9269
www.flyboyaccessories.com
Message 4
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| Subject: | Re: Road Landing |
I have a huge problem with high cylinder head temps, what was your method o
f
success in getting yours in range?
Ernest
N540HB
On 11/5/09 8:22 AM, "Lee Logan" <leeloganster@gmail.com> wrote:
> Smokey:- That's pretty much the way I figure it, but as I drive around th
is
> area, I see power lines everywhere.- Our major north-south highway is I-9
5 (or
> Navaid 95, as it is known locally!) is fine but it is very busy.- Your ch
ances
> of getting down unscathed are good, I suspect, but your chances of cleari
ng 95
> unscathed are much less.-- The frontage road is better in that respect an
d has
> few powerlines itself.- I just don't figure I'll be so lucky as to have a
n
> Interstate or frontage road handy when I need one!
>
> My plan has always been to look for the houses on our rural roads and to
land
> beyond one and short of the next, if at all possible.- That way, I figure
I've
> got a good starting point for the possibility of a clear landing.- I'll h
ave
> to make a couple of practice passes next time I'm up to see how easy the
power
> lines themselves are to spot from cruising altitude (not hard from 1,000'
as I
> recall but normally you'd be pretty committed by then, I would think).- I
> would really like to be able to pick my spot early in an engine out situa
tion,
> but I don't know how absolutely practical that is.
>
> My Rocket is running much better.- My last flight before I took it down f
or
> 2-3 weeks of updates was very good with cylinder temps in the 320-350 ran
ge
> and the oil temp at 190-195.- I'm very pleased with that and assuming it
will
> be the same once I get it back in the air, I will quickly finish the rest
of
> my operation/flight testing and call it ready for prime time.- I've made
> arrangements for final painting shortly thereafter, so all is well!
>
> Have a great weekend!
>
> Lee...
>
>
> <http://www.buildersbooks.com>
om>
>
>
Message 5
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| Subject: | Re: Road Landing |
Lee-
Smokey nailed it. Next time you're driving a 2 lane, watch for lines
crossing the road and you'll notice they cross only where telephone poles are -
the poles support the lines. Do the same when you're driving an
interstate. Few lines cross them and they are only the large high tension ones
-
which are easier to ID from a distance.
Actually, an emergency landing on a major highway should be at a higher
than normal approach angle. The engine is likely dead and you will need to
have a little additional speed for the flare and landing. Also, most
highway traffic is moving 70-80 MPH. If that is your normal approach speed,
assuming no wind. you'll be descending directly on top of the road vehicles.
That's not what you want to do. The better option is to approach at 100 to
110 MPH (depending on wind) into a gap in the traffic (assuming you can't
find a clear section of highway). As you pass over the 80 MPH traffic and
begin your flare, the drivers will see you and slow down - thus giving you
room to slow to a stop.
So, with a dead engine and a high approach speed, the descent angle is
going to be much greater than normal. And it is not at optimum glide - but
you don't care since you have a landing surface in front of you.
Also, you won't normally care whether or not you're landing into the wind.
The reason we takeoff and land into the wind is because our runway
lengths are limited. A highway landing offers a much longer surface, so no
problem landing with the wind. If fact, it could help you if you're in a Cub
and maintaining a 100 MPH to get in front of traffic would be challenging.
Regards,
Stan Sutterfield
Do not archive
When landing on roads, what's the trick to avoiding lines (drop lines,
power
lines, telephone lines)? They are difficult to see, especially in the
shadows of the trees (a commonplace issue here in the Southeast). Coming
in
at a low angle (3-4 degrees would be typical, I would think), lines would
have to be pretty far apart for you not to have to run fairly serious
"gauntlet"of them of one sort or another.
Message 6
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| Subject: | Re: Road Landing |
Ernest.
What is Huge?
What is High?
What have you done to this point to solve the problem?
With this information we can begin to help you.
There are a hundred things to list to do, We should start with where yo
u
are and what you have done.
Mike
do not archive
From: Ernest Hale <ernest@flmitigation.com>
To: <rocket-list@matronics.com>
Date: 11/05/2009 09:59 AM
Subject: Re: Rocket-List: Re: Road Landing
Sent by: owner-rocket-list-server@matronics.com
I have a huge problem with high cylinder head temps, what was your meth
od
of success in getting yours in range?
Ernest
N540HB
On 11/5/09 8:22 AM, "Lee Logan" <!leeloganster@gmail.com.> wrote:
Smokey:- That's pretty much the way I figure it, but as I drive
around this area, I see power lines everywhere.- Our major
north-south highway is I-95 (or Navaid 95, as it is known locally
!)
is fine but it is very busy.- Your chances of getting down unsc
athed
are good, I suspect, but your chances of clearing 95 unscathed ar
e
much less.-- The frontage road is better in that respect and
has few
powerlines itself.- I just don't figure I'll be so lucky as to
have
an Interstate or frontage road handy when I need one!
My plan has always been to look for the houses on our rural roads
and
to land beyond one and short of the next, if at all possible.-
That
way, I figure I've got a good starting point for the possibility
of a
clear landing.- I'll have to make a couple of practice passes n
ext
time I'm up to see how easy the power lines themselves are to spo
t
from cruising altitude (not hard from 1,000' as I recall but norm
ally
you'd be pretty committed by then, I would think).- I would rea
lly
like to be able to pick my spot early in an engine out situation,
but
I don't know how absolutely practical that is.
My Rocket is running much better.- My last flight before I took
it
down for 2-3 weeks of updates was very good with cylinder temps i
n
the 320-350 range and the oil temp at 190-195.- I'm very please
d with
that and assuming it will be the same once I get it back in the a
ir,
I will quickly finish the rest of my operation/flight testing and
call it ready for prime time.- I've made arrangements for final
painting shortly thereafter, so all is well!
Have a great weekend!
Lee...
onth --
me AWESOME FREE Gifts!)
="http://www.aeroelectric.com">http://www.aeroelectric.com>
<:http://www.buildersbooks.com.>
ef="http://www.homebuilthelp.com.">http://www.homebuilthelp.com
.>
://www.matronics.com/contribution
; -Matt Dralle, List Admin.
Email Forum -
ist">http://www.matronics.com/Navigator?Rocket-List
; - MATRONICS WEB FORUMS -
matronics.com
========================
============
========================
============
========================
============
========================
============
Message 7
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| Subject: | Re: Rocket-List Digest: 4 Msgs - 11/04/09 |
I have many off-airport landings albeit under different circumstances - in flying
sailplanes cross-country. I have always landed in fields with no mishap; although
I agree with Smokey's assessment that most RV's tend to end up upside down.
For me the difference lies in the wingspan. Our sailplanes are 49 feet and
as such anything on the side of the road is cause for a groundloop. A good friend
broke his sailplane twice in this scenario. That said I now consider roads
as options while flying my Decathlon and will do so when my Rocket is in the
air. Just more info.
Sent via BlackBerry from T-Mobile
-----Original Message-----
From: Rocket-List Digest Server <rocket-list@matronics.com>
Subject: Rocket-List Digest: 4 Msgs - 11/04/09
*
=================================================
Online Versions of Today's List Digest Archive
=================================================
Today's complete Rocket-List Digest can also be found in either of the
two Web Links listed below. The .html file includes the Digest formatted
in HTML for viewing with a web browser and features Hyperlinked Indexes
and Message Navigation. The .txt file includes the plain ASCII version
of the Rocket-List Digest and can be viewed with a generic text editor
such as Notepad or with a web browser.
HTML Version:
http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 09-11-04&Archive=Rocket
Text Version:
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===============================================
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===============================================
----------------------------------------------------------
Rocket-List Digest Archive
---
Total Messages Posted Wed 11/04/09: 4
----------------------------------------------------------
Today's Message Index:
----------------------
1. 12:52 PM - Re: Road Landing (Speedy11@aol.com)
2. 01:11 PM - Re: Re: Road Landing (Lee Logan)
3. 08:56 PM - Re: Re: Road Landing (Rob Ray)
4. 10:08 PM - Rocket Insurance (Tom Gummo)
________________________________ Message 1 _____________________________________
Time: 12:52:16 PM PST US
From: Speedy11@aol.com
Subject: Rocket-List: Re: Road Landing
Smokey,
I agree 100%. In fact I have a briefing I give on emergency landings and
I always recommend a road - for many reasons, one of which you mentioned.
There are very safe ways to accomplish a road landing.
Stan Sutterfield
My first choice for forced landings is a paved road rather than a fie
ld. Reason? Every RV forced landing I have helped clean up was on it's back
, trapping the pilot. Growing up around an AG strip, roads were always high
on our list as "alternate airfields" and used often.
________________________________ Message 2 _____________________________________
Time: 01:11:34 PM PST US
Subject: Re: Rocket-List: Re: Road Landing
From: Lee Logan <leeloganster@gmail.com>
When landing on roads, what's the trick to avoiding lines (drop lines, power
lines, telephone lines)? They are difficult to see, especially in the
shadows of the trees (a commonplace issue here in the Southeast). Coming in
at a low angle (3-4 degrees would be typical, I would think), lines would
have to be pretty far apart for you not to have to run fairly serious
"gauntlet"of them of one sort or another.
Not arguing, just wondering what the "trick" is...
Lee...
On Wed, Nov 4, 2009 at 3:42 PM, <Speedy11@aol.com> wrote:
> Smokey,
> I agree 100%. In fact I have a briefing I give on emergency landings and I
> always recommend a road - for many reasons, one of which you mentioned.
> There are very safe ways to accomplish a road landing.
> Stan Sutterfield
>
>
> My first choice for forced landings is a paved road rather than a fie
> ld. Reason? Every RV forced landing I have helped clean up was on it's back
> , trapping the pilot. Growing up around an AG strip, roads were always high
> on our list as "alternate airfields" and used often.
>
>
> *
>
> *
>
>
________________________________ Message 3 _____________________________________
Time: 08:56:14 PM PST US
From: Rob Ray <smokyray@rocketmail.com>
Subject: Re: Rocket-List: Re: Road Landing
Lee,
Growing up around an AG strip the spray pilots always looked for wires, eve
rywhere. The trick on roads is to look for the power poles alongside, there
you will find the where the wires cross. On larger roads and interstates,
only large high tension lines cross as they are required 50 feet vertical f
or large vehicle clearance and are marked. Interstates are actually designa
ted as emergency runways and stressed for load bearing in national crisis s
cenarios, the minimum distance between overpasses is 1 mile, for a reason.
-
BTW, how's your new Rocket running?
-
Smokey
HR2
-
--- On Wed, 11/4/09, Lee Logan <leeloganster@gmail.com> wrote:
From: Lee Logan <leeloganster@gmail.com>
Subject: Re: Rocket-List: Re: Road Landing
When landing on roads, what's the trick to avoiding lines (drop lines, powe
r lines, telephone lines)?- They are difficult to see, especially in the
shadows of the trees (a commonplace issue here in the Southeast).- Coming
in at a low angle (3-4 degrees would be typical, I would think), lines wou
ld have to be pretty far apart for you not to have to run fairly serious "g
auntlet"of them of one sort or another.
Not arguing, just wondering what the "trick" is...
Lee...
On Wed, Nov 4, 2009 at 3:42 PM, <Speedy11@aol.com> wrote:
Smokey,
I agree 100%.- In fact I have a briefing I give on emergency landings and
I always recommend a road - for many reasons, one of which you mentioned.
- There are very safe ways to accomplish a road landing.
Stan Sutterfield
-
My first choice for forced landings is a paved road rather than a fie
ld. Reason? Every RV forced landing I have helped clean up was on it's back
, trapping the pilot. Growing up around an AG strip, roads were always high
on our list as "alternate airfields" and used often.
-
_blank">www.aeroelectric.com
.com" target="_blank">www.buildersbooks.com
="_blank">www.homebuilthelp.com
_blank">http://www.matronics.com/contribution
arget="_blank">http://www.matronics.com/Navigator?Rocket-List
tp://forums.matronics.com
=0A=0A=0A
________________________________ Message 4 _____________________________________
Time: 10:08:19 PM PST US
From: "Tom Gummo" <t.gummo@verizon.net>
Subject: Rocket-List: Rocket Insurance
Just a heads up.
I just got my insurance from Falcon for my Harmon Rocket II for next
year. It is underwritten by Global-AAU: the EAA program underwriter.
It states that Global will not underwrite new F-1 or Harmon Rockets as
new business.
For Liability ONLY, it increased $125 from last year.
Tom "GummiBear" Gummo
N-561FS 360 great hours.
Message 8
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| Subject: | Re: Road Landing |
Huge is I am putting 18 gph through my engine at 6,000=B9 to maintain a CHT o
f
415 or so. On climb out I can hit 440 in minutes. I have replaced the
baffling, reconstructed the bottom of the top cowling to get better flow,
placed a lip on the bottom of the engine outlet to promote a suction to hel
p
pull air through the engine. We are about to build extensions onto the air
inlets in the front of the cowling to hopefully force more air through. I
was having a bad time with oil temps earlier and fixed that by adding
another oil cooler so now I have 2 of those.
Any help would be appreciated.
Ernest
On 11/5/09 10:41 AM, "Michael W Stewart" <mike.stewart@us.ibm.com> wrote:
> Ernest.
> What is Huge?
> What is High?
> What have you done to this point to solve the problem?
> With this information we can begin to help you.
> There are a hundred things to list to do, We should start with where you
are
> and what you have done.
> Mike
> do not archive
>
> Ernest Hale ---11/05/2009 09:59:18 AM---I have a huge problem with high
> cylinder head temps, what was your method of success in getting your
>
>
> From:
> Ernest Hale <ernest@flmitigation.com>
>
> To:
> <rocket-list@matronics.com>
>
> Date:
> 11/05/2009 09:59 AM
>
> Subject:
> Re: Rocket-List: Re: Road Landing
>
> Sent by:
> owner-rocket-list-server@matronics.com
>
>
>
>
> I have a huge problem with high cylinder head temps, what was your method
of
> success in getting yours in range?
>
> Ernest
> N540HB
>
>
> On 11/5/09 8:22 AM, "Lee Logan" <leeloganster@gmail.com
> <leeloganster@gmail.com> > wrote:
>>> Smokey:- That's pretty much the way I figure it, but as I drive around
this
>>> area, I see power lines everywhere.- Our major north-south highway is I
-95
>>> (or Navaid 95, as it is known locally!) is fine but it is very busy.- Y
our
>>> chances of getting down unscathed are good, I suspect, but your chances
of
>>> clearing 95 unscathed are much less.-- The frontage road is better in t
hat
>>> respect and has few powerlines itself.- I just don't figure I'll be so
lucky
>>> as to have an Interstate or frontage road handy when I need one!
>>>
>>> My plan has always been to look for the houses on our rural roads and t
o
>>> land beyond one and short of the next, if at all possible.- That way, I
>>> figure I've got a good starting point for the possibility of a clear
>>> landing.- I'll have to make a couple of practice passes next time I'm u
p to
>>> see how easy the power lines themselves are to spot from cruising altit
ude
>>> (not hard from 1,000' as I recall but normally you'd be pretty committe
d by
>>> then, I would think).- I would really like to be able to pick my spot e
arly
>>> in an engine out situation, but I don't know how absolutely practical t
hat
>>> is.
>>>
>>> My Rocket is running much better.- My last flight before I took it down
for
>>> 2-3 weeks of updates was very good with cylinder temps in the 320-350 r
ange
>>> and the oil temp at 190-195.- I'm very pleased with that and assuming i
t
>>> will be the same once I get it back in the air, I will quickly finish t
he
>>> rest of my operation/flight testing and call it ready for prime time.-
I've
>>> made arrangements for final painting shortly thereafter, so all is well
!
>>>
>>> Have a great weekend!
>>>
>>> Lee...
>>>
>>>
>>> onth --
>>> me AWESOME FREE Gifts!)
>>> ="http://www.aeroelectric.com">http://www.aeroelectric.com>
>>> <http://www.buildersbooks.com <http://www.buildersbooks.com/> >
>>> ef="http://www.homebuilthelp.com">http://www.homebuilthelp.com>
>>> ://www.matronics.com/contribution
>>> ; -Matt Dralle, List Admin.
>>> Email Forum -
>>> ist">http://www.matronics.com/Navigator?Rocket-List
>>> ; - MATRONICS WEB FORUMS -
>>> matronics.com
>>>
>
>
> ====================================
> com/">www.aeroelectric.com <http://www.matronics.com/Navigator?Rocket-Lis
t>
> ildersbooks.com/">www.buildersbooks.com
> <http://www.matronics.com/Navigator?Rocket-List>
> p.com/">www.homebuilthelp.com <http://www.matronics.com/Navigator?Rocket-
List>
> ion">http://www.matronics.com/contribution
> <http://www.matronics.com/Navigator?Rocket-List>
> ====================================
> ?Rocket-List">http://www.matronics.com/Navigator?Rocket-List
> <http://www.matronics.com/Navigator?Rocket-List>
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List>
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Message 9
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| Subject: | Re: Rocket insurance |
I too use AUA, in my 20th year. absolute best in the business. Call Rob Kam
sch at 800-727-3823.
Smokey
HR2
http://www.auaonline.com/
--- On Thu, 11/5/09, CalBru@aol.com <CalBru@aol.com> wrote:
From: CalBru@aol.com <CalBru@aol.com>
Subject: Re: Rocket-List: Rocket insurance
=0A=0A =0A =0A=0A=0AWhere do we find AUA?=0A-=0ACal=0A-=0A=0AIn a messa
ge dated 11/5/2009 7:29:04 A.M. Mountain Standard Time, =0AVFrazier@usi.edu
writes:=0A--> =0A Rocket-List message posted by: "Frazier, Vincent A" =0A
<VFrazier@usi.edu>
SNIP I just got my insurance from Falcon for =0A my Harmon Rocket II for n
ext
year.- It is underwritten by Global-AAU: =0A the EAA program underwriter
.-
It states that Global will not =0A underwrite new F-1 or Harmon Rockets as
new business.
For =0A Liability ONLY, it increased $125 from last year. SNIP
I just renewed =0A my coverage through AUA and the liability only rate was
$50 cheaper.- =0A $560 for the year.
Contact http://www.auaonline.com/- and tell =0A them that they owe me a
t-shirt for plugging them online.- =0A LOL
Vince Frazier
Flyboy Accessories
3963 Caborn =0A Road
Mount Vernon, IN =0A 47620
812-464-1839
1-888-8FLYBOY
1-888-835-9269
www.flyboyac=====================
==nbsp; =0A - - - -- (And Get Some AWESOME FREE =0A =0A to f
ind =0A Gifts =0Atric =0Are =0Ab =0Ak you for =0Ap; - =0A - - -
- - - - - - -Matt Dralle, =0A List =0A========
================ =0A the =0Aties =0ADay =0A
======================= -
- - - - -- - MATRONICS WEB FORUMS =0A========
================
===============0A=0A=0A=0A=0A
Message 10
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| Subject: | Re: Road Landing |
Awesome! Come see me here at the Swamp sometime!
SmokeyHR2@FD33
--- On Thu, 11/5/09, Lee Logan <leeloganster@gmail.com> wrote:
From: Lee Logan <leeloganster@gmail.com>
Subject: Re: Rocket-List: Re: Road Landing
Smokey:- That's pretty much the way I figure it, but as I drive around th
is area, I see power lines everywhere.- Our major north-south highway is
I-95 (or Navaid 95, as it is known locally!) is fine but it is very busy.
- Your chances of getting down unscathed are good, I suspect, but your ch
ances of clearing 95 unscathed are much less.-- The frontage road is be
tter in that respect and has few powerlines itself.- I just don't figure
I'll be so lucky as to have an Interstate or frontage road handy when I nee
d one!
=0A
My plan has always been to look for the houses on our rural roads and to la
nd beyond one and short of the next, if at all possible.- That way, I fig
ure I've got a good starting point for the possibility of a clear landing.
- I'll have to make a couple of practice passes next time I'm up to see h
ow easy the power lines themselves are to spot from cruising altitude (not
hard from 1,000' as I recall but normally you'd be pretty committed by then
, I would think).- I would really like to be able to pick my spot early i
n an engine out situation, but I don't know how absolutely practical that i
s.
=0A
My Rocket is running much better.- My last flight before I took it down f
or 2-3 weeks of updates was very good with cylinder temps in the 320-350 ra
nge and the oil temp at 190-195.- I'm very pleased with that and assuming
it will be the same once I get it back in the air, I will quickly finish t
he rest of my operation/flight testing and call it ready for prime time.-
I've made arrangements for final painting shortly thereafter, so all is we
ll!
=0A
Have a great weekend!
Lee...
===============0A=0A=0A=0A=0A
Message 11
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|
Ernest,
=C2-=C2-An aeronautical engineer once told me that exit area should exc
eed inlet area by 1.5%. I carefully measured my inlets and my exit area and
ended up finding my exhaust pipes ate up alot of my exit area. I started b
y cutting quite a bit off my lower cowl in the shape of a U with the bottom
of the U even with the lower engine mount tube.I also moved my oil cooler
to a 30 degree angle and went to #8 lines. BTW, I have a stock Harmon cowl
with a C4B5 injected with 10.0 Compression, Ly-Con cyllinders.=C2-After t
he modifications I cruise now at 9500' at 20"/2350 RPM with 180 oil, 310 av
erage on all 6, 10.5 GPH, 188 Knots TAS. If I run 21 Squared down low my cy
llinders run at 285, oil at 160 and fuel flow at 6.9 GPH. Hope that helps.
=C2-
SmokeyHR2
--- On Thu, 11/5/09, Ernest Hale <ernest@flmitigation.com> wrote:
From: Ernest Hale <ernest@flmitigation.com>
Subject: Re: Rocket-List: Re: Road Landing
=0A=0A=0A=0A =0AHuge is I am putting 18 gph through my engine at 6,000
=99 to maintain a CHT of 415 or so. =C2-On climb out I can hit 440 in
minutes. =C2-I have replaced the baffling, reconstructed the bottom of th
e top cowling to get better flow, placed a lip on the bottom of the engine
outlet to promote a suction to help pull air through the engine. =C2-We a
re about to build extensions onto the air inlets in the front of the cowlin
g to hopefully force more air through. =C2-I was having a bad time with o
il temps earlier and fixed that by adding another oil cooler so now I have
2 of those.
=0A
=0AAny help would be appreciated.
=0A
=0AErnest
=0A
=0A
=0AOn 11/5/09 10:41 AM, "Michael W Stewart" <mike.stewart@us.ibm.com> wrote
:
=0A
=0AErnest.
=0AWhat is Huge?
=0AWhat is High?
=0AWhat have you done to this point to solve the problem?
=0AWith this information we can begin to help you.
=0AThere are a hundred things to list to do, We should start with where you
are and what you have done.
=0AMike
=0Ado not archive
=0A
=0AErnest Hale ---11/05/2009 09:59:18 AM---I have a huge problem with high
cylinder head temps, what was your method of success in getting your
=0A
=0A
=0AFrom:
=0AErnest Hale <ernest@flmitigation.com>
=0A
=0ATo:
=0A<rocket-list@matronics.com>
=0A
=0ADate:
=0A11/05/2009 09:59 AM
=0A
=0ASubject:
=0ARe: Rocket-List: Re: Road Landing
=0A
=0ASent by:
=0Aowner-rocket-list-server@matronics.com
=0A
=0A
=0A
=0AI have a huge problem with high cylinder head temps, what was your metho
d of success in getting yours in range?
=0A
=0AErnest
=0AN540HB
=0A
=0A
=0AOn 11/5/09 8:22 AM, "Lee Logan" <leeloganster@gmail.com <leeloganster@gm
ail.com> > wrote:
=0ASmokey:=C2- That's pretty much the way I figure it, but as I drive aro
und this area, I see power lines everywhere.=C2- Our major north-south hi
ghway is I-95 (or Navaid 95, as it is known locally!) is fine but it is ver
y busy.=C2- Your chances of getting down unscathed are good, I suspect, b
ut your chances of clearing 95 unscathed are much less.=C2-=C2- The fro
ntage road is better in that respect and has few powerlines itself.=C2- I
just don't figure I'll be so lucky as to have an Interstate or frontage ro
ad handy when I need one!
=0A
=0AMy plan has always been to look for the houses on our rural roads and to
land beyond one and short of the next, if at all possible.=C2- That way,
I figure I've got a good starting point for the possibility of a clear lan
ding.=C2- I'll have to make a couple of practice passes next time I'm up
to see how easy the power lines themselves are to spot from cruising altitu
de (not hard from 1,000' as I recall but normally you'd be pretty committed
by then, I would think).=C2- I would really like to be able to pick my s
pot early in an engine out situation, but I don't know how absolutely pract
ical that is.
=0A
=0AMy Rocket is running much better.=C2- My last flight before I took it
down for 2-3 weeks of updates was very good with cylinder temps in the 320-
350 range and the oil temp at 190-195.=C2- I'm very pleased with that and
assuming it will be the same once I get it back in the air, I will quickly
finish the rest of my operation/flight testing and call it ready for prime
time.=C2- I've made arrangements for final painting shortly thereafter,
so all is well!
=0A
=0AHave a great weekend!
=0A
=0ALee...
=0A
=0A
=0Aonth --
=0Ame AWESOME FREE Gifts!)
=0A="http://www.aeroelectric.com">http://www.aeroelectric.com>
=0A<http://www.buildersbooks.com <http://www.buildersbooks.com/> >
=0Aef="http://www.homebuilthelp.com">http://www.homebuilthelp.com>
=0A://www.matronics.com/contribution
=0A; =C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
-=C2-=C2-=C2-=C2--Matt Dralle, List Admin.
=0AEmail Forum -
=0Aist">http://www.matronics.com/Navigator?Rocket-List
=0A; =C2-- MATRONICS WEB FORUMS -
=0Amatronics.com
=0A
=0A
=0A
=0A========================
============
=0Acom/">www.aeroelectric.com <http://www.matronics.com/Navigator?Rocket-Li
st>
=0Aildersbooks.com/">www.buildersbooks.com <http://www.matronics.com/Naviga
tor?Rocket-List>
=0Ap.com/">www.homebuilthelp.com <http://www.matronics.com/Navigator?Rocket
-List>
=0Aion">http://www.matronics.com/contribution <http://www.matronics.com/Nav
igator?Rocket-List>
=0A========================
============
=0A?Rocket-List">http://www.matronics.com/Navigator?Rocket-List <http://www
.matronics.com/Navigator?Rocket-List>
=0A========================
============
=0Au>http://forums.matronics.com <http://www.matronics.com/Navigator?Rocket
-List>
=0A========================
============
=0A
=0A
=0A
=0A
=0A=0A =0A=0A=0A=0A=0A=0A
Message 12
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|
Thanks Smokey, I will look at that, I also have the stock Harmon Cowl. My
compression is the same as yours as well, hopefully I can get it running
like yours.
Ernest
On 11/5/09 4:34 PM, "Rob Ray" <smokyray@rocketmail.com> wrote:
> Ernest,
> An aeronautical engineer once told me that exit area should exceed inle
t
> area by 1.5%. I carefully measured my inlets and my exit area and ended u
p
> finding my exhaust pipes ate up alot of my exit area. I started by cuttin
g
> quite a bit off my lower cowl in the shape of a U with the bottom of the
U
> even with the lower engine mount tube.I also moved my oil cooler to a 30
> degree angle and went to #8 lines. BTW, I have a stock Harmon cowl with a
C4B5
> injected with 10.0 Compression, Ly-Con cyllinders.
> After the modifications I cruise now at 9500' at 20"/2350 RPM with 180 o
il,
> 310 average on all 6, 10.5 GPH, 188 Knots TAS. If I run 21 Squared down l
ow my
> cyllinders run at 285, oil at 160 and fuel flow at 6.9 GPH. Hope that hel
ps.
>
> Smokey
> HR2
>
> --- On Thu, 11/5/09, Ernest Hale <ernest@flmitigation.com> wrote:
>>
>> From: Ernest Hale <ernest@flmitigation.com>
>> Subject: Re: Rocket-List: Re: Road Landing
>> To: rocket-list@matronics.com
>> Date: Thursday, November 5, 2009, 8:06 AM
>>
>> Huge is I am putting 18 gph through my engine at 6,000=B9 to maintain a C
HT of
>> 415 or so. On climb out I can hit 440 in minutes. I have replaced the
>> baffling, reconstructed the bottom of the top cowling to get better flow
,
>> placed a lip on the bottom of the engine outlet to promote a suction to
help
>> pull air through the engine. We are about to build extensions onto the
air
>> inlets in the front of the cowling to hopefully force more air through.
I
>> was having a bad time with oil temps earlier and fixed that by adding an
other
>> oil cooler so now I have 2 of those.
>>
>> Any help would be appreciated.
>>
>> Ernest
>>
>>
>> On 11/5/09 10:41 AM, "Michael W Stewart" <mike.stewart@us.ibm.com> wrote
:
>>
>>> Ernest.
>>> What is Huge?
>>> What is High?
>>> What have you done to this point to solve the problem?
>>> With this information we can begin to help you.
>>> There are a hundred things to list to do, We should start with where yo
u are
>>> and what you have done.
>>> Mike
>>> do not archive
>>>
>>> Ernest Hale ---11/05/2009 09:59:18 AM---I have a huge problem with high
>>> cylinder head temps, what was your method of success in getting your
>>>
>>>
>>> From:
>>> Ernest Hale <ernest@flmitigation.com>
>>>
>>> To:
>>> <rocket-list@matronics.com>
>>>
>>> Date:
>>> 11/05/2009 09:59 AM
>>>
>>> Subject:
>>> Re: Rocket-List: Re: Road Landing
>>>
>>> Sent by:
>>> owner-rocket-list-server@matronics.com
>>>
>>>
>>>
>>>
>>> I have a huge problem with high cylinder head temps, what was your meth
od of
>>> success in getting yours in range?
>>>
>>> Ernest
>>> N540HB
>>>
>>>
>>> On 11/5/09 8:22 AM, "Lee Logan" <leeloganster@gmail.com
>>> <leeloganster@gmail.com> > wrote:
>>>>> Smokey: That's pretty much the way I figure it, but as I drive aroun
d
>>>>> this area, I see power lines everywhere. Our major north-south highw
ay is
>>>>> I-95 (or Navaid 95, as it is known locally!) is fine but it is very b
usy.
>>>>> Your chances of getting down unscathed are good, I suspect, but your
>>>>> chances of clearing 95 unscathed are much less. The frontage road i
s
>>>>> better in that respect and has few powerlines itself. I just don't f
igure
>>>>> I'll be so lucky as to have an Interstate or frontage road handy when
I
>>>>> need one!
>>>>>
>>>>> My plan has always been to look for the houses on our rural roads and
to
>>>>> land beyond one and short of the next, if at all possible. That way,
I
>>>>> figure I've got a good starting point for the possibility of a clear
>>>>> landing. I'll have to make a couple of practice passes next time I'm
up
>>>>> to see how easy the power lines themselves are to spot from cruising
>>>>> altitude (not hard from 1,000' as I recall but normally you'd be pret
ty
>>>>> committed by then, I would think). I would really like to be able to
pick
>>>>> my spot early in an engine out situation, but I don't know how absolu
tely
>>>>> practical that is.
>>>>>
>>>>> My Rocket is running much better. My last flight before I took it do
wn
>>>>> for 2-3 weeks of updates was very good with cylinder temps in the 320
-350
>>>>> range and the oil temp at 190-195. I'm very pleased with that and
>>>>> assuming it will be the same once I get it back in the air, I will qu
ickly
>>>>> finish the rest of my operation/flight testing and call it ready for
prime
>>>>> time. I've made arrangements for final painting shortly thereafter,
so
>>>>> all is well!
>>>>>
>>>>> Have a great weekend!
>>>>>
>>>>> Lee...
>>>>>
>>>>>
>>>>> onth --
>>>>> me AWESOME FREE Gifts!)
>>>>> ="http://www.aeroelectric.com">http://www.aeroelectric.com>
>>>>> <http://www.buildersbooks.com <http://www.buildersbooks.com/> >
>>>>> ef="http://www.homebuilthelp.com">http://www.homebuilthelp.com>
>>>>> ://www.matronics.com/contribution
>>>>> ; -Matt Dralle, List Admin.
>>>>> Email Forum -
>>>>> ist">http://www.matronics.com/Navigator?Rocket-List
>>>>> ; - MATRONICS WEB FORUMS -
>>>>> matronics.com
>>>>>
>>>
>>>
>>> ===========
>>> com/">www.aeroelectric.com <http://www.matronics.com/Navigator?Rocket-L
ist>
>>> ildersbooks.com/">www.buildersbooks.com
>>> <http://www.matronics.com/Navigator?Rocket-List>
>>> p.com/">www.homebuilthelp.com
>>> <http://www.matronics.com/Navigator?Rocket-List>
>>> ion">http://www.matronics.com/contribution
>>> <http://www.matronics.com/Navigator?Rocket-List>
>>> ===========
>>> ?Rocket-List">http://www.matronics.com/Navigator?Rocket-List
>>> <http://www.matronics.com/Navigator?Rocket-List>
>>> ====================================
>>> u>http://forums.matronics.com
>>> <http://www.matronics.com/Navigator?Rocket-List>
>>> ====================================
>>>
>>>
>>>
>>>
>>
>
>
Message 13
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I have trimmed my lower cowl off a couple times too, and added louvers
under the exhaust on both sides. On hot days 95 and above running lean
of peak brings the cht's down pretty quick. I also added a second oil
cooler which is controllable from the cockpit.
Kevin Shannon
HR2
----- Original Message -----
From: Rob Ray
To: rocket-list@matronics.com
Sent: Thursday, November 05, 2009 2:34 PM
Subject: Rocket-List: High Temps!
Ernest,
An aeronautical engineer once told me that exit area should
exceed inlet area by 1.5%. I carefully measured my inlets and my exit
area and ended up finding my exhaust pipes ate up alot of my exit area.
I started by cutting quite a bit off my lower cowl in the shape of a U
with the bottom of the U even with the lower engine mount tube.I also
moved my oil cooler to a 30 degree angle and went to #8 lines. BTW, I
have a stock Harmon cowl with a C4B5 injected with 10.0 Compression,
Ly-Con cyllinders.
After the modifications I cruise now at 9500' at 20"/2350 RPM
with 180 oil, 310 average on all 6, 10.5 GPH, 188 Knots TAS. If I run 21
Squared down low my cyllinders run at 285, oil at 160 and fuel flow at
6.9 GPH. Hope that helps.
Smokey
HR2
--- On Thu, 11/5/09, Ernest Hale <ernest@flmitigation.com>
wrote:
From: Ernest Hale <ernest@flmitigation.com>
Subject: Re: Rocket-List: Re: Road Landing
To: rocket-list@matronics.com
Date: Thursday, November 5, 2009, 8:06 AM
Huge is I am putting 18 gph through my engine at
6,000=99 to maintain a CHT of 415 or so. On climb out I can hit
440 in minutes. I have replaced the baffling, reconstructed the bottom
of the top cowling to get better flow, placed a lip on the bottom of the
engine outlet to promote a suction to help pull air through the engine.
We are about to build extensions onto the air inlets in the front of the
cowling to hopefully force more air through. I was having a bad time
with oil temps earlier and fixed that by adding another oil cooler so
now I have 2 of those.
Any help would be appreciated.
Ernest
On 11/5/09 10:41 AM, "Michael W Stewart"
<mike.stewart@us.ibm.com> wrote:
Ernest.
What is Huge?
What is High?
What have you done to this point to solve the problem?
With this information we can begin to help you.
There are a hundred things to list to do, We should start
with where you are and what you have done.
Mike
do not archive
Ernest Hale ---11/05/2009 09:59:18 AM---I have a huge
problem with high cylinder head temps, what was your method of success
in getting your
From:
Ernest Hale <ernest@flmitigation.com>
To:
<rocket-list@matronics.com>
Date:
11/05/2009 09:59 AM
Subject:
Re: Rocket-List: Re: Road Landing
Sent by:
owner-rocket-list-server@matronics.com
--------------------------------------------------------------------
I have a huge problem with high cylinder head temps, what
was your method of success in getting yours in range?
Ernest
N540HB
On 11/5/09 8:22 AM, "Lee Logan" <leeloganster@gmail.com
<leeloganster@gmail.com> > wrote:
Smokey: That's pretty much the way I figure it, but as
I drive around this area, I see power lines everywhere. Our major
north-south highway is I-95 (or Navaid 95, as it is known locally!) is
fine but it is very busy. Your chances of getting down unscathed are
good, I suspect, but your chances of clearing 95 unscathed are much
less. The frontage road is better in that respect and has few
powerlines itself. I just don't figure I'll be so lucky as to have an
Interstate or frontage road handy when I need one!
My plan has always been to look for the houses on our
rural roads and to land beyond one and short of the next, if at all
possible. That way, I figure I've got a good starting point for the
possibility of a clear landing. I'll have to make a couple of practice
passes next time I'm up to see how easy the power lines themselves are
to spot from cruising altitude (not hard from 1,000' as I recall but
normally you'd be pretty committed by then, I would think). I would
really like to be able to pick my spot early in an engine out situation,
but I don't know how absolutely practical that is.
My Rocket is running much better. My last flight before
I took it down for 2-3 weeks of updates was very good with cylinder
temps in the 320-350 range and the oil temp at 190-195. I'm very
pleased with that and assuming it will be the same once I get it back in
the air, I will quickly finish the rest of my operation/flight testing
and call it ready for prime time. I've made arrangements for final
painting shortly thereafter, so all is well!
Have a great weekend!
Lee...
onth --
me AWESOME FREE Gifts!)
="http://www.aeroelectric.com">http://www.aeroelectric.com>
<http://www.buildersbooks.com
<http://www.buildersbooks.com/> >
ef="http://www.homebuilthelp.com">http://www.homebuilthelp.com>
://www.matronics.com/contribution
; -Matt Dralle, List Admin.
Email Forum -
ist">http://www.matronics.com/Navigator?Rocket-List
; - MATRONICS WEB FORUMS -
matronics.com
===========
com/">www.aeroelectric.com
<http://www.matronics.com/Navigator?Rocket-List>
ildersbooks.com/">www.buildersbooks.com
<http://www.matronics.com/Navigator?Rocket-List>
p.com/">www.homebuilthelp.com
<http://www.matronics.com/Navigator?Rocket-List>
ion">http://www.matronics.com/contribution
<http://www.matronics.com/Navigator?Rocket-List>
===========
?Rocket-List">http://www.matronics.com/Navigator?Rocket-List
<http://www.matronics.com/Navigator?Rocket-List>
===========
u>http://forums.matronics.com
<http://www.matronics.com/Navigator?Rocket-List>
===========
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
11/05/09 00:37:00
Message 14
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|
Ernest,
Let me know how it works out, I will take a photo of my lower cowl in case
you want to compare...:)
Smokey
--- On Thu, 11/5/09, Ernest Hale <ernest@flmitigation.com> wrote:
From: Ernest Hale <ernest@flmitigation.com>
Subject: Re: Rocket-List: High Temps!
=0A=0A=0A=0A =0AThanks Smokey, I will look at that, I also have the stock H
armon Cowl. =C2-My compression is the same as yours as well, hopefully I
can get it running like yours.
=0A
=0AErnest
=0A
=0A
=0AOn 11/5/09 4:34 PM, "Rob Ray" <smokyray@rocketmail.com> wrote:
=0A
=0AErnest,
=0A=C2-=C2-An aeronautical engineer once told me that exit area should
exceed inlet area by 1.5%. I carefully measured my inlets and my exit area
and ended up finding my exhaust pipes ate up alot of my exit area. I starte
d by cutting quite a bit off my lower cowl in the shape of a U with the bot
tom of the U even with the lower engine mount tube.I also moved my oil cool
er to a 30 degree angle and went to #8 lines. BTW, I have a stock Harmon co
wl with a C4B5 injected with 10.0 Compression, Ly-Con cyllinders.
=0A=C2-After the modifications I cruise now at 9500' at 20"/2350 RPM with
180 oil, 310 average on all 6, 10.5 GPH, 188 Knots TAS. If I run 21 Square
d down low my cyllinders run at 285, oil at 160 and fuel flow at 6.9 GPH. H
ope that helps.
=0A
=0ASmokey
=0AHR2
=0A
=0A--- On Thu, 11/5/09, Ernest Hale <ernest@flmitigation.com> wrote:
=0A
=0AFrom: Ernest Hale <ernest@flmitigation.com>
=0ASubject: Re: Rocket-List: Re: Road Landing
=0ATo: rocket-list@matronics.com
=0ADate: Thursday, November 5, 2009, 8:06 AM
=0A
=0A=C2-Huge is I am putting 18 gph through my engine at 6,000=99 to
maintain a CHT of 415 or so. =C2-On climb out I can hit 440 in minutes.
=C2-I have replaced the baffling, reconstructed the bottom of the top cow
ling to get better flow, placed a lip on the bottom of the engine outlet to
promote a suction to help pull air through the engine. =C2-We are about
to build extensions onto the air inlets in the front of the cowling to hope
fully force more air through. =C2-I was having a bad time with oil temps
earlier and fixed that by adding another oil cooler so now I have 2 of thos
e.
=0A
=0AAny help would be appreciated.
=0A
=0AErnest
=0A
=0A
=0AOn 11/5/09 10:41 AM, "Michael W Stewart" <mike.stewart@us.ibm.com> wrote
:
=0A
=0AErnest.
=0AWhat is Huge?
=0AWhat is High?
=0AWhat have you done to this point to solve the problem?
=0AWith this information we can begin to help you.
=0AThere are a hundred things to list to do, We should start with where you
are and what you have done.
=0AMike
=0Ado not archive
=0A
=0AErnest Hale ---11/05/2009 09:59:18 AM---I have a huge problem with high
cylinder head temps, what was your method of success in getting your
=0A
=0A
=0AFrom:
=0AErnest Hale <ernest@flmitigation.com>
=0A
=0ATo:
=0A<rocket-list@matronics.com>
=0A
=0ADate:
=0A11/05/2009 09:59 AM
=0A
=0ASubject:
=0ARe: Rocket-List: Re: Road Landing
=0A
=0ASent by:
=0Aowner-rocket-list-server@matronics.com
=0A
=0A
=0A
=0AI have a huge problem with high cylinder head temps, what was your metho
d of success in getting yours in range?
=0A
=0AErnest
=0AN540HB
=0A
=0A
=0AOn 11/5/09 8:22 AM, "Lee Logan" <leeloganster@gmail.com <leeloganster@gm
ail.com> > wrote:
=0ASmokey: =C2-That's pretty much the way I figure it, but as I drive aro
und this area, I see power lines everywhere. =C2-Our major north-south hi
ghway is I-95 (or Navaid 95, as it is known locally!) is fine but it is ver
y busy. =C2-Your chances of getting down unscathed are good, I suspect, b
ut your chances of clearing 95 unscathed are much less. =C2-=C2-The fro
ntage road is better in that respect and has few powerlines itself. =C2-I
just don't figure I'll be so lucky as to have an Interstate or frontage ro
ad handy when I need one!
=0A
=0AMy plan has always been to look for the houses on our rural roads and to
land beyond one and short of the next, if at all possible. =C2-That way,
I figure I've got a good starting point for the possibility of a clear lan
ding. =C2-I'll have to make a couple of practice passes next time I'm up
to see how easy the power lines themselves are to spot from cruising altitu
de (not hard from 1,000' as I recall but normally you'd be pretty committed
by then, I would think). =C2-I would really like to be able to pick my s
pot early in an engine out situation, but I don't know how absolutely pract
ical that is.
=0A
=0AMy Rocket is running much better. =C2-My last flight before I took it
down for 2-3 weeks of updates was very good with cylinder temps in the 320-
350 range and the oil temp at 190-195. =C2-I'm very pleased with that and
assuming it will be the same once I get it back in the air, I will quickly
finish the rest of my operation/flight testing and call it ready for prime
time. =C2-I've made arrangements for final painting shortly thereafter,
so all is well!
=0A
=0AHave a great weekend!
=0A
=0ALee...
=0A
=0A
=0Aonth --
=0Ame AWESOME FREE Gifts!)
=0A="http://www.aeroelectric.com">http://www.aeroelectric.com>
=0A<http://www.buildersbooks.com <http://www.buildersbooks.com/> >
=0Aef="http://www.homebuilthelp.com">http://www.homebuilthelp.com>
=0A://www.matronics.com/contribution
=0A; =C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
-=C2-=C2-=C2-=C2--Matt Dralle, List Admin.
=0AEmail Forum -
=0Aist">http://www.matronics.com/Navigator?Rocket-List
=0A; =C2-- MATRONICS WEB FORUMS -
=0Amatronics.com
=0A
=0A
=0A
=0A===========
=0Acom/">www.aeroelectric.com <http://www.matronics.com/Navigator?Rocket-Li
st>
=0Aildersbooks.com/">www.buildersbooks.com <http://www.matronics.com/Naviga
tor?Rocket-List>
=0Ap.com/">www.homebuilthelp.com <http://www.matronics.com/Navigator?Rocket
-List>
=0Aion">http://www.matronics.com/contribution <http://www.matronics.com/Nav
igator?Rocket-List>
=0A===========
=0A?Rocket-List">http://www.matronics.com/Navigator?Rocket-List <http://www
.matronics.com/Navigator?Rocket-List>
=0A========================
============
=0Au>http://forums.matronics.com <http://www.matronics.com/Navigator?Rocket
-List>
=0A========================
============
=0A
=0A
=0A
=0A
=0A
=0A
=0A
=0A=0A =0A=0A=0A=0A=0A=0A
Message 15
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That would be great thanks.
Sent from my iPhone
On Nov 5, 2009, at 8:22 PM, Rob Ray <smokyray@rocketmail.com> wrote:
> Ernest,
>
> Let me know how it works out, I will take a photo of my lower cowl
> in case you want to compare...:)
>
> Smokey
>
> --- On Thu, 11/5/09, Ernest Hale <ernest@flmitigation.com> wrote:
>
> From: Ernest Hale <ernest@flmitigation.com>
> Subject: Re: Rocket-List: High Temps!
> To: rocket-list@matronics.com
> Date: Thursday, November 5, 2009, 2:25 PM
>
> Thanks Smokey, I will look at that, I also have the stock Harmon
> Cowl. My compression is the same as yours as well, hopefully I can
> get it running like yours.
>
> Ernest
>
>
> On 11/5/09 4:34 PM, "Rob Ray" <smokyray@rocketmail.com> wrote:
>
> Ernest,
> An aeronautical engineer once told me that exit area should exceed
> inlet area by 1.5%. I carefully measured my inlets and my exit area
> and ended up finding my exhaust pipes ate up alot of my exit area. I
> started by cutting quite a bit off my lower cowl in the shape of a U
> with the bottom of the U even with the lower engine mount tube.I
> also moved my oil cooler to a 30 degree angle and went to #8 lines.
> BTW, I have a stock Harmon cowl with a C4B5 injected with 10.0
> Compression, Ly-Con cyllinders.
> After the modifications I cruise now at 9500' at 20"/2350 RPM with
> 180 oil, 310 average on all 6, 10.5 GPH, 188 Knots TAS. If I run 21
> Squared down low my cyllinders run at 285, oil at 160 and fuel flow
> at 6.9 GPH. Hope that helps.
>
> Smokey
> HR2
>
> --- On Thu, 11/5/09, Ernest Hale <ernest@flmitigation.com> wrote:
>
> From: Ernest Hale <ernest@flmitigation.com>
> Subject: Re: Rocket-List: Re: Road Landing
> To: rocket-list@matronics.com
> Date: Thursday, November 5, 2009, 8:06 AM
>
> Huge is I am putting 18 gph through my engine at 6,000=99 to
maintain
> a CHT of 415 or so. On climb out I can hit 440 in minutes. I have
> replaced the baffling, reconstructed the bottom of the top cowling
> to get better flow, placed a lip on the bottom of the engine outlet
> to promote a suction to help pull air through the engine. We are ab
> out to build extensions onto the air inlets in the front of the cowl
> ing to hopefully force more air through. I was having a bad time wi
> th oil temps earlier and fixed that by adding another oil cooler so
> now I have 2 of those.
>
> Any help would be appreciated.
>
> Ernest
>
>
> On 11/5/09 10:41 AM, "Michael W Stewart" <mike.stewart@us.ibm.com>
> wrote:
>
> Ernest.
> What is Huge?
> What is High?
> What have you done to this point to solve the problem?
> With this information we can begin to help you.
> There are a hundred things to list to do, We should start with where
> you are and what you have done.
> Mike
> do not archive
>
> <image.gif>Ernest Hale ---11/05/2009 09:59:18 AM---I have a huge
> problem with high cylinder head temps, what was your method of
> success in getting your
>
> <image.gif>
> From:<image.gif>
> Ernest Hale <ernest@flmitigation.com>
> <image.gif>
> To:<image.gif>
> <rocket-list@matronics.com>
> <image.gif>
> Date:<image.gif>
> 11/05/2009 09:59 AM
> <image.gif>
> Subject:<image.gif>
> Re: Rocket-List: Re: Road Landing
> <image.gif>
> Sent by:<image.gif>
> owner-rocket-list-server@matronics.com
>
>
> I have a huge problem with high cylinder head temps, what was your
> method of success in getting yours in range?
>
> Ernest
> N540HB
>
>
> On 11/5/09 8:22 AM, "Lee Logan" <leeloganster@gmail.com
<leeloganster@gmail.com
> > > wrote:
> Smokey: That's pretty much the way I figure it, but as I drive
> around this area, I see power lines everywhere. Our major north-
> south highway is I-95 (or Navaid 95, as it is known locally!) is
> fine but it is very busy. Your chances of getting down unscathed
> are good, I suspect, but your chances of clearing 95 unscathed are
> much less. The frontage road is better in that respect and has few
> powerlines itself. I just don't figure I'll be so lucky as to have
> an Interstate or frontage road handy when I need one!
>
> My plan has always been to look for the houses on our rural roads
> and to land beyond one and short of the next, if at all possible.
> That way, I figure I've got a good starting point for the
> possibility of a clear landing. I'll have to make a couple of
> practice passes next time I'm up to see how easy the power lines
> themselves are to spot from cruising altitude (not hard from 1,000'
> as I recall but normally you'd be pretty committed by then, I would
> think). I would really like to be able to pick my spot early in an
> engine out situation, but I don't know how absolutely practical that
> is.
>
> My Rocket is running much better. My last flight before I took it
> down for 2-3 weeks of updates was very good with cylinder temps in
> the 320-350 range and the oil temp at 190-195. I'm very pleased
> with that and assuming it will be the same once I get it back in the
> air, I will quickly finish the rest of my operation/flight testing
> and call it ready for prime time. I've made arrangements for final
> painting shortly thereafter, so all is well!
>
> Have a great weekend!
>
> Lee...
>
>
> onth --
> me AWESOME FREE Gifts!)
> ="http://www.aeroelectric.com">http://www.aeroelectric.com>
> <http://www.buildersbooks.com <http://www.buildersbooks.com/> >
> ef="http://www.homebuilthelp.com">http://www.homebuilthelp.com>
> ://www.matronics.com/contribution
> ; -Matt Dralle, List Admin.
> Email Forum -
> ist">http://www.matronics.com/Navigator?Rocket-List
> ; - MATRONICS WEB FORUMS -
> matronics.com
>
>
> ===========
> com/">www.aeroelectric.com
<http://www.matronics.com/Navigator?Rocket-List
> >
> ildersbooks.com/">www.buildersbooks.com
<http://www.matronics.com/Navigator?Rocket-List
> >
> p.com/">www.homebuilthelp.com
<http://www.matronics.com/Navigator?Rocket-List
> >
> ion">http://www.matronics.com/contribution
<http://www.matronics.com/Navigator?Rocket-List
> >
> ===========
> ?Rocket-List">http://www.matronics.com/Navigator?Rocket-List
<http://www.matronics.com/Navigator?Rocket-List
> >
> ========================
============
> u>http://forums.matronics.com
<http://www.matronics.com/Navigator?Rocket-List
> >
> ===========
>
>
Message 16
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This high temp. ---have you checked your timing (mags)...i see you
have10-1 pistons. barrett in tulsa times his engines with these pistons at
23deg.
(your c4b5) plate on eng says 25 deg. look at the 8.7 to 1 pistons in lyc
.
290 hp engines (most are 20deg).good luck _sprayers@aol.com_
(mailto:sprayers@aol.com)
In a message dated 11/5/2009 7:25:18 P.M. Central Standard Time,
smokyray@rocketmail.com writes:
Ernest,
Let me know how it works out, I will take a photo of my lower cowl in cas
e
you want to compare...:)
Smokey
--- On Thu, 11/5/09, Ernest Hale <ernest@flmitigation.com> wrote:
From: Ernest Hale <ernest@flmitigation.com>
Subject: Re: Rocket-List: High Temps!
Thanks Smokey, I will look at that, I also have the stock Harmon Cowl.
My
compression is the same as yours as well, hopefully I can get it running
like yours.
Ernest
On 11/5/09 4:34 PM, "Rob Ray" <smokyray@rocketmail.com> wrote:
Ernest,
An aeronautical engineer once told me that exit area should exceed inlet
area by 1.5%. I carefully measured my inlets and my exit area and ended
up
finding my exhaust pipes ate up alot of my exit area. I started by cuttin
g
quite a bit off my lower cowl in the shape of a U with the bottom of the
U
even with the lower engine mount tube.I also moved my oil cooler to a 30
degree angle and went to #8 lines. BTW, I have a stock Harmon cowl with
a
C4B5 injected with 10.0 Compression, Ly-Con cyllinders.
After the modifications I cruise now at 9500' at 20"/2350 RPM with 180
oil, 310 average on all 6, 10.5 GPH, 188 Knots TAS. If I run 21 Squared
down
low my cyllinders run at 285, oil at 160 and fuel flow at 6.9 GPH. Hope
that
helps.
Smokey
HR2
--- On Thu, 11/5/09, Ernest Hale <ernest@flmitigation.com> wrote:
From: Ernest Hale <ernest@flmitigation.com>
Subject: Re: Rocket-List: Re: Road Landing
Huge is I am putting 18 gph through my engine at 6,000=99 to mainta
in a CHT
of 415 or so. On climb out I can hit 440 in minutes. I have replaced th
e
baffling, reconstructed the bottom of the top cowling to get better flow,
placed a lip on the bottom of the engine outlet to promote a suction to
help
pull air through the engine. We are about to build extensions onto the
air inlets in the front of the cowling to hopefully force more air throug
h.
I was having a bad time with oil temps earlier and fixed that by adding
another oil cooler so now I have 2 of those.
Any help would be appreciated.
Ernest
On 11/5/09 10:41 AM, "Michael W Stewart" <mike.stewart@us.ibm.com> wrote
:
Ernest.
What is Huge?
What is High?
What have you done to this point to solve the problem?
With this information we can begin to help you.
There are a hundred things to list to do, We should start with where you
are and what you have done.
Mike
do not archive
Ernest Hale ---11/05/2009 09:59:18 AM---I have a huge problem with high
cylinder head temps, what was your method of success in getting your
From:
Ernest Hale <ernest@flmitigation.com>
To:
<rocket-list@matronics.com>
Date:
11/05/2009 09:59 AM
Subject:
Re: Rocket-List: Re: Road Landing
Sent by:
owner-rocket-list-server@matronics.com
____________________________________
I have a huge problem with high cylinder head temps, what was your method
of success in getting yours in range?
Ernest
N540HB
On 11/5/09 8:22 AM, "Lee Logan" <leeloganster@gmail.com
<leeloganster@gmail.com> > wrote:
Smokey: That's pretty much the way I figure it, but as I drive around
this area, I see power lines everywhere. Our major north-south highway
is
I-95 (or Navaid 95, as it is known locally!) is fine but it is very busy.
Your chances of getting down unscathed are good, I suspect, but your chan
ces
of clearing 95 unscathed are much less. The frontage road is better in
that respect and has few powerlines itself. I just don't figure I'll be
so
lucky as to have an Interstate or frontage road handy when I need one!
My plan has always been to look for the houses on our rural roads and to
land beyond one and short of the next, if at all possible. That way, I
figure I've got a good starting point for the possibility of a clear land
ing.
I'll have to make a couple of practice passes next time I'm up to see how
easy the power lines themselves are to spot from cruising altitude (not
hard from 1,000' as I recall but normally you'd be pretty committed by th
en, I
would think). I would really like to be able to pick my spot early in
an
engine out situation, but I don't know how absolutely practical that is.
My Rocket is running much better. My last flight before I took it down
for 2-3 weeks of updates was very good with cylinder temps in the 320-350
range and the oil temp at 190-195. I'm very pleased with that and assumin
g it
will be the same once I get it back in the air, I will quickly finish th
e
rest of my operation/flight testing and call it ready for prime time.
I've made arrangements for final painting shortly thereafter, so all is
well!
Have a great weekend!
Lee...
onth --
me AWESOME FREE Gifts!)
="_http://www.aeroelectric.com">http://www.aeroelectric.com_
(http://www.aeroelectric.com">http//www.aeroelectric.com) >
<_http://www.buildersbooks.com_ (http://www.buildersbooks.com/)
<_http://www.buildersbooks.com/_ (http://www.buildersbooks.com/) > >
ef="_http://www.homebuilthelp.com">http://www.homebuilthelp.com_
(http://www.homebuilthelp.com">http//www.homebuilthelp.com) >
://www.matronics.com/contribution
; -Matt Dralle, List Admin.
Email Forum -
ist">_http://www.matronics.com/Navigator?Rocket-List_
(http://www.matronics.com/Navigator?Rocket-List)
; - MATRONICS WEB FORUMS -
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===========
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<_http://www.matronics.com/Navigator?Rocket-List_ (http://www.matronics.co
m/Navigator?Rocket-List) >
ildersbooks.com/">www.buildersbooks.com
<_http://www.matronics.com/Navigator?Rocket-List_ (http://www.matronics.co
m/Navigator?Rocket-List) >
p.com/">www.homebuilthelp.com
<_http://www.matronics.com/Navigator?Rocket-List_ (http://www.matronics.co
m/Navigator?Rocket-List) >
ion">_http://www.matronics.com/contribution_
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ator?Rocket-List_
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m/Navigator?Rocket-List) >
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Message 17
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Thanks for the info, it is all very valuable. How do you control the
louvers, of do they stay open all the time.
E
On 11/5/09 6:46 PM, "Kevin Shannon" <kshannon@seanet.com> wrote:
> I have trimmed my lower cowl off a couple times too, and added louvers un
der
> the exhaust on both sides. On hot days 95 and above running lean of peak
> brings the cht's down pretty quick. I also added a second oil cooler whic
h is
> controllable from the cockpit.
> Kevin Shannon
> HR2
>>
>> ----- Original Message -----
>>
>> From: Rob Ray <mailto:smokyray@rocketmail.com>
>>
>> To: rocket-list@matronics.com
>>
>> Sent: Thursday, November 05, 2009 2:34 PM
>>
>> Subject: Rocket-List: High Temps!
>>
>>
>>
>> Ernest,
>> An aeronautical engineer once told me that exit area should exceed i
nlet
>> area by 1.5%. I carefully measured my inlets and my exit area and ended
up
>> finding my exhaust pipes ate up alot of my exit area. I started by cutt
ing
>> quite a bit off my lower cowl in the shape of a U with the bottom of th
e U
>> even with the lower engine mount tube.I also moved my oil cooler to a 3
0
>> degree angle and went to #8 lines. BTW, I have a stock Harmon cowl with
a
>> C4B5 injected with 10.0 Compression, Ly-Con cyllinders.
>> After the modifications I cruise now at 9500' at 20"/2350 RPM with 18
0
>> oil, 310 average on all 6, 10.5 GPH, 188 Knots TAS. If I run 21 Squared
down
>> low my cyllinders run at 285, oil at 160 and fuel flow at 6.9 GPH. Hope
that
>> helps.
>>
>> Smokey
>> HR2
>>
>> --- On Thu, 11/5/09, Ernest Hale <ernest@flmitigation.com> wrote:
>>
>>>
>>> From: Ernest Hale <ernest@flmitigation.com>
>>> Subject: Re: Rocket-List: Re: Road Landing
>>> To: rocket-list@matronics.com
>>> Date: Thursday, November 5, 2009, 8:06 AM
>>>
>>> Huge is I am putting 18 gph through my engine at 6,000=B9 to maintain a
CHT
>>> of 415 or so. On climb out I can hit 440 in minutes. I have replaced
the
>>> baffling, reconstructed the bottom of the top cowling to get better fl
ow,
>>> placed a lip on the bottom of the engine outlet to promote a suction t
o
>>> help pull air through the engine. We are about to build extensions on
to
>>> the air inlets in the front of the cowling to hopefully force more air
>>> through. I was having a bad time with oil temps earlier and fixed tha
t by
>>> adding another oil cooler so now I have 2 of those.
>>>
>>> Any help would be appreciated.
>>>
>>> Ernest
>>>
>>>
>>> On 11/5/09 10:41 AM, "Michael W Stewart" <mike.stewart@us.ibm.com> wr
ote:
>>>
>>>
>>>> Ernest.
>>>> What is Huge?
>>>> What is High?
>>>> What have you done to this point to solve the problem?
>>>> With this information we can begin to help you.
>>>> There are a hundred things to list to do, We should start with where
you
>>>> are and what you have done.
>>>> Mike
>>>> do not archive
>>>>
>>>> Ernest Hale ---11/05/2009 09:59:18 AM---I have a huge problem with hi
gh
>>>> cylinder head temps, what was your method of success in getting your
>>>>
>>>>
>>>> From:
>>>> Ernest Hale <ernest@flmitigation.com>
>>>>
>>>> To:
>>>> <rocket-list@matronics.com>
>>>>
>>>> Date:
>>>> 11/05/2009 09:59 AM
>>>>
>>>> Subject:
>>>> Re: Rocket-List: Re: Road Landing
>>>>
>>>> Sent by:
>>>> owner-rocket-list-server@matronics.com
>>>>
>>>>
>>>>
>>>>
>>>>
>>>> I have a huge problem with high cylinder head temps, what was your me
thod
>>>> of success in getting yours in range?
>>>>
>>>> Ernest
>>>> N540HB
>>>>
>>>>
>>>> On 11/5/09 8:22 AM, "Lee Logan" <leeloganster@gmail.com
>>>> <leeloganster@gmail.com> > wrote:
>>>>
>>>>>> Smokey: That's pretty much the way I figure it, but as I drive aro
und
>>>>>> this area, I see power lines everywhere. Our major north-south hig
hway
>>>>>> is I-95 (or Navaid 95, as it is known locally!) is fine but it is v
ery
>>>>>> busy. Your chances of getting down unscathed are good, I suspect,
but
>>>>>> your chances of clearing 95 unscathed are much less. The frontage
road
>>>>>> is better in that respect and has few powerlines itself. I just do
n't
>>>>>> figure I'll be so lucky as to have an Interstate or frontage road h
andy
>>>>>> when I need one!
>>>>>>
>>>>>> My plan has always been to look for the houses on our rural roads a
nd to
>>>>>> land beyond one and short of the next, if at all possible. That wa
y, I
>>>>>> figure I've got a good starting point for the possibility of a clea
r
>>>>>> landing. I'll have to make a couple of practice passes next time I
'm up
>>>>>> to see how easy the power lines themselves are to spot from cruisin
g
>>>>>> altitude (not hard from 1,000' as I recall but normally you'd be pr
etty
>>>>>> committed by then, I would think). I would really like to be able
to
>>>>>> pick my spot early in an engine out situation, but I don't know how
>>>>>> absolutely practical that is.
>>>>>>
>>>>>> My Rocket is running much better. My last flight before I took it
down
>>>>>> for 2-3 weeks of updates was very good with cylinder temps in the
>>>>>> 320-350 range and the oil temp at 190-195. I'm very pleased with t
hat
>>>>>> and assuming it will be the same once I get it back in the air, I w
ill
>>>>>> quickly finish the rest of my operation/flight testing and call it
ready
>>>>>> for prime time. I've made arrangements for final painting shortly
>>>>>> thereafter, so all is well!
>>>>>>
>>>>>> Have a great weekend!
>>>>>>
>>>>>> Lee...
>>>>>>
>>>>>>
>>>>>> onth --
>>>>>> me AWESOME FREE Gifts!)
>>>>>> ="http://www.aeroelectric.com' target=_blank
>>>>>> rel=nofollow>http://www.aeroelectric.com">http://www.aeroelectric.co
m
>>>>>> <http://www.aeroelectric.com"> >
>>>>>> <http://www.buildersbooks.com <http://www.buildersbooks.com/> >
>>>>>> ef="http://www.homebuilthelp.com' target=_blank
>>>>>> rel=nofollow>http://www.homebuilthelp.com">http://www.homebuilthelp.
com
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>> - Release Date: 11/05/09 00:37:00
>>
Message 18
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| Subject: | Re: Road Landing |
Ernest (Sorry this is so long, but maybe it will help and will be worth your
time to read it): I believe it is a settled fact that Rockets have more
than enough inlet and exit area to cool just fine. If you have a good
cooler, good baffling, smooth inlets, an adequate outlet, and no
engine/oil/magneto/sparkplug/FI issues---it will (or can be made to) run
cool, if it is properly broken in. In my case, I used the RV-10 baffling
kit which was a good start but installed "stock" wasn't just right for my
engine.
I started with 400+ cylinder head temps and 240+ oil. So, I created a
systematic plan to go though the cooling system an item at a time.
Developed a "root cause" analysis and stuck with it. I learned not to take
anything for granted and question everything. The cooling system on any
aircraft engine is truly a "system", everything is interrelated. I got
countless recommendations from the usual suspects at the airport and all the
ideas were good---the invariable problem with them was that they didn't know
what was wrong with MY airplane any more than I did. "Check your timing, my
uncle did and it fixed his problem", "You've got fouled plugs, my cousin
checked his when his engine ran hot and sure enough, 3 of them were fouled",
etc. etc. I heard that constantly. If anyone had ever actually diagnosed
my airplane to a real-world root cause, the solution would have been
obvious. Solutions are easy, it's figuring out what's wrong that is
hard---and here is the major pain in all this: Unless you find an obvious
smoking gun, you may have to do like I did---just keep modifying and
verifying until the temps go down. Change things one at a time; whatever
doesn't improve things, change it back.
I went through the vernatherm, the cooler, the connections, the oil itself,
the filter, the pump, etc. I swapped vernatherms, tested vernatherms, honed
the vernatherm seat, even flew it with a blanked off vernatherm (temp went
up). I flipped the cooler (to eliminate air pockets), verified the oil
lines were connected to the right openings in the accessory case, tested
both oil temp gages, tested both oil pressure gages, flow tested the (brand
new Stewart Warner) cooler and lines, drained the oil to verify the right
amount was on board, swapped oil filters, used a laser temp gage to verify
consistent oil temps throughout the engine to "prove" I had proper
engine-wide flow (sump, hoses, front, back, sides, top and bottom of the
cooler, cylinder heads, barrels, crankcase, accessory case) etc. Over time,
I decided it was not the oil system.
Went through engine baffles in detail and sealed everything. No leak is too
small to fill with RTV. CHT's dropped 10 degrees; reprofiled upper cowl
ramps, temps dropped 5 degrees. Cut down the baffle plates in front of
cylinders 1 and 2 incrementally, and their temps went down 3-5 degrees each
time. Ended up with no baffles in front of 1 and 2 above the inlet ramps.
Incrementally removed trailing edge of aft lower cowl (the cowling inlet
opening/exit opening areas in effect, "throttle" the airflow through the
cowling). Hint: The air going through cowling does not heat up very much in
the process of cooling the engine (8-10 degrees, I'm told), it's FLOW that
makes the system work. Oil temp came down along with these changes but not
as fast. Sometimes very modest changes to the baffles (sealing, trimming)
and the exit/outlet size, made large differences to the temps I saw. The
oil temps came down too with the plummeting CHT's but still stayed way too
high for me.
Decided the oil cooler wasn't getting its share of the flow. My cooler was
fed by a 4" opening in the right aft baffle feeding through a smooth silicon
rubber hose. Added small baffles to channel air into the oil cooler opening
(temps dropped 5 degrees), added 3" under-cowl hose to route air from left
cowling inlet direct to the cooler (no effect/removed it). Removed baffle
elements directly in front of the cylinder *barrels* (the baffles in front
of the cylinder heads were already long gone). Oil temps went up. Added
"flow" baffles in front of barrells angled back toward rear (instead of the
vertical ones that came with the RV-10 baffle kit). Oil temps back down
slightly but still high.
Decided that the 4" oil cooler opening was not big enough. Fabricated and
installed a full cooler sized opening and air path. This took the oil
cooler inlet area from just over 12 sq. in. to 24. I figured this was the
"big fix" the oil system needed to finally fall into line with the
cylinders. Didn't work; no change in oil temps but cylinder temps went back
up (marginally). Fabricated and installed a plenum on the back side of the
oil cooler feeding a 4" hose routed down to the lower cowl outlet. Theory
was that backflow/backpressure in the lower cowling was inhibiting flow
through the cooler. Plan was to go full size with an all new plenum and
outlet if there was any improvement at all. There wasn't any.
What the heck? So... I went through the engine: Changed timing down by 5
degrees; whole system got hotter and power seemed "off". Changed it back.
Pulled all the plugs (they were fine); compression checked fine.
Okay. If the engine is good and the oil system is good and the inlets and
outlet are reasonably close, the cylinder head temps are (now) low, but the
oil temp is still above 210 in cruise (at least it is down from the original
240+), what does that leave? This cowling and oil cooler combination is
working fine on other Rockets with smaller oil cooler inlets. Decided I
would reinstate my flight test program and "live" with the 210 degree oil
temp. OAT's had been highish all summer (80 degrees plus, at altitude). My
DAR buddy was convinced that the engine was already broken in and running as
cool as it was going to run in and of itself. I wasn't so sure. Decided to
try one more thing before continuing the flight test program. I cut a small
NACA scoop in the lower cowl centerline about 2/3 of the way aft of the fuel
injection inlet to the trailing edge of the cowl. It didn't go anywhere,
just brought additional air in from the outside and exhausted it immediately
out of the lower cowl a few inches in front of the lower trailing edge lip.
The theory was that that little "tornado" of air would entrain the slow
moving air in the lower cowl and facilitate it in moving more rapidly to the
cowling exit. Flew the airplane and bingo! The oil temp dropped to 190 on
both gages (I have two independent oil temp and pressure gages). BUT: OAT
was down to 45 degrees that day. Did the NACA scoop really work that well,
did the engine just break in, or was the OAT effect that dramatic? I only
got to fly it once like this before business trips intervened.
In the meantime I had to pull my engine monitor and ship it back for
recalibration (unrelated to my cooling problems). Down for three weeks.
Finally flew it today for the second time since the NACA scoop was
installed. OAT up to 58, oil temp down to 185! What finally did the trick?
I don't know yet but I will keep you informed. The airport closes tomorrow
for 2-3 weeks for resurfacing. I moved my Rocket to a nearby field though
so I can continue my test flights. First up: Seal the NACA scoop and see
what happens. I will do that Saturday. I'm hoping for a couple of hotter
days, so I can gage a broader range of OAT effects. Could be that my engine
in fact just broke in and that was the "remainder" of the problem all along;
we'll know in a few days.
Honest, sorry for the long post but I wanted to get this all straight in my
own mind too. Hope those who are facing the same problems will benefit too.
Regards,
Lee...
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