Today's Message Index:
----------------------
1. 12:03 AM - Official Usage Guideline [Please Read] [Monthly Posting] (dralle@matronics.com)
2. 09:25 AM - RV-8a Site (Stephanie Marshall)
3. 10:06 AM - CHT's....... how high is high? (Rick Galati)
4. 11:27 AM - Re: CHT's....... how high is high? (Stein Bruch)
5. 11:31 AM - Re: CHT's....... how high is high? (Scott Bilinski)
6. 11:35 AM - Re: CHT's....... how high is high? (HCRV6@aol.com)
7. 11:46 AM - cloudy whelen strobes (Robert E. Newhall II)
8. 11:51 AM - Re: CHT's....... how high is high? (RobHickman@aol.com)
9. 11:53 AM - Re: cloudy whelen strobes (RobHickman@aol.com)
10. 12:00 PM - Re: CHT's....... how high is high? (Pat Hatch)
11. 12:19 PM - Re: cloudy whelen strobes (Dan Checkoway)
12. 01:26 PM - High CHT's caused by excess flashing on cylinders (Matthew Brandes)
13. 02:11 PM - Re: High CHT's caused by excess flashing on cylinders (Scott Bilinski)
14. 02:15 PM - Re: High CHT's caused by excess flashing on cylinders (MLWynn@aol.com)
15. 03:36 PM - Re: High CHT's caused by excess flashing on cylinders (linn walters)
16. 03:43 PM - Re: High CHT's caused by excess flashing on cylinders (Jim Jewell)
17. 05:01 PM - Re: High CHT's caused by excess flashing on cylinders (Jim Jewell)
18. 06:43 PM - Re: CHT's....... how high is high? (Mesquite Aviation)
19. 07:13 PM - For Sale: Lyc 200HP IO-360-A3B6D (Mike Mckenna)
20. 07:17 PM - Re: Re: What's a "VOR" ???(Homebuilts must have Ground based NAV equip) NOT (Nick Nafsinger)
21. 08:23 PM - Re: CHT's....... how high is high? (Alex Peterson)
22. 08:28 PM - Re: CHT's....... how high is high? (Richard Sipp)
23. 09:19 PM - Re: cloudy whelen strobes (Vanremog@aol.com)
24. 09:55 PM - Advance Angle of Attack (Old PSS System) (Ed OConnor)
25. 11:14 PM - Advance Angle of Attack (Old PSS System) (Mickey Coggins)
Message 1
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| Subject: | Official Usage Guideline [Please Read] [Monthly Posting] |
DNA: do not archive
--> RV-List message posted by: dralle@matronics.com
Dear Lister,
Please read over the RV-List Usage Guidelines below. The complete
RV-List FAQ including these Usage Guidelines can be found at the
following URL:
http://www.matronics.com/FAQs/RV-List.FAQ.html
Thank you,
Matt Dralle
Matronics Email List Administrator
******************************************************************************
RVSouthEast-List Usage Guidelines
******************************************************************************
The following details the official Usage Guidelines for the RVSouthEast-List.
You are encouraged to read it carefully, and to abide by the rules therein.
Failure to use the RVSouthEast-List in the manner described below may result
in the removal of the subscribers from the List.
RVSouthEast-List Policy Statement
The purpose of the RVSouthEast-List is to provide a forum of discussion for
things related to this particular discussion group. The List's goals
are to serve as an information resource to its members; to deliver
high-quality content; to provide moral support; to foster camaraderie
among its members; and to support safe operation. Reaching these goals
requires the participation and cooperation of each and every member of
the List. To this end, the following guidelines have been established:
- Please keep all posts related to the List at some level. Do not submit
posts concerning computer viruses, urban legends, random humor, long
lost buddies' phone numbers, etc. etc.
- THINK carefully before you write. Ask yourself if your post will be
relevant to everyone. If you have to wonder about that, DON'T send it.
- Remember that your post will be included for posterity in an archive
that is growing in size at an extraordinary rate. Try to be concise and
terse in your posts. Avoid overly wordy and lengthy posts and
responses.
- Keep your signature brief. Please include your name, email address,
aircraft type/tail number, and geographic location. A short line
about where you are in the building process is also nice. Avoid
bulky signatures with character graphics; they consume unnecessary
space in the archive.
- DON'T post requests to the List for information when that info is
easily obtainable from other widely available sources. Consult the
web page or FAQ first.
- If you want to respond to a post, DO keep the "Subject:" line of
your response the same as that of the original post. This makes it
easy to find threads in the archive.
- When responding, NEVER quote the *entire* original post in your
response. DO use lines from the original post to help "tune in" the
reader to the topic at hand, but be selective. The impact that
quoting the entire original post has on the size of the archive
can not be overstated!
- When the poster asks you to respond to him/her personally, DO NOT
then go ahead and reply to the List. Be aware that clicking the
"reply" button on your mail package does not necessarily send your
response to the original poster. You might have to actively address
your response with the original poster's email address.
- DO NOT use the List to respond to a post unless you have something
to add that is relevant and has a broad appeal. "Way to go!", "I
agree", and "Congratulations" are all responses that are better sent
to the original poster directly, rather than to the List at large.
- When responding to others' posts, avoid the feeling that you need to
comment on every last point in their posts, unless you can truly
contribute something valuable.
- Feel free to disagree with other viewpoints, BUT keep your tone
polite and respectful. Don't make snide comments, personally attack
other listers, or take the moral high ground on an obviously
controversial issue. This will only cause a pointless debate that
will hurt feelings, waste bandwidth and resolve nothing.
-------
[This is an automated posting.]
Message 2
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--> RV-List message posted by: "Stephanie Marshall" <smarshall@enid.org>
Happy Thursday, only one day to go until 12 hours a day of building time! OK I
know it could be more but we like to sleep in when we get a chance. ;~)
I have added a WHOLE bunch of stuff to our site and thought you might want a pick
me up to keep you going.
I want to also give a HUGE thank you to Dan C. for his Great advice and help.
Cheers,
Stephanie
www.rv-8a.4t.com
Message 3
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| Subject: | CHT's....... how high is high? |
--> RV-List message posted by: Rick Galati <rick6a@yahoo.com>
Phase One flight testing is underway. My factory new O-320-D1A equipped RV-6A
now has 11 hours on the Hobbs, "Darla" flies very, very well but I am a little
concerned about percieved high CHT numbers. The VM-1000 engine monitor consistently
indicates CHT's at the higher end of the range. Cylinder #3 runs the hottest
and on one occasion the temperature reached 482 degrees generating an audio
alert. What baffles me is that the oil temperature has yet to surpass 170
degrees. Todays flight indicated an OAT of 64 degrees at 4500' yet #3 cylinder
was running at 434 degrees at cruise with the oil temperature at 160 degrees.
I have not leaned the mixture on any flights yet and I'm told this should reduce
CHT's somewhat. My Lycoming operating manual indicates 500 degrees as the
max acceptable cylinder head temperature. Of course, I am running mineral
oil for the first 25 hours.....can this partly account for the temperatures I
am getting? Is it possible the VM-1000 is reporting
bogus
numbers? Is this post much ado about nothing?
Rick Galati RV-6A "Darla"
Message 4
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| Subject: | CHT's....... how high is high? |
--> RV-List message posted by: "Stein Bruch" <stein@steinair.com>
482 is a bit on the high side, even for a new engine. That being said, if
they are consistently under 450, I wouldn't be too awfully worried about it
for the first dozen hours or so. If you still have those temps after 20-25
hrs, then something probably isn't right. Depending on your cylinders, they
should be already broken in or darned close to it at 11hrs. Of course,
that's assuming you've been running the engine good and hard for the first
few hours.
You didn't mention how the #1 Cyl is indicating??? If it's much lower than
#3, then you obviously need to put the standard "ramp" in in front of #1 to
get more air back to #3 and even out the temps. It's pretty typical to need
some sort of small ramp on the front cylinder (I have about 1/2" on mine),
and usually it will even the temps out nicely. For doing a "test", you can
simply use the aluminum or stainless tape, cut a piece and stick in down by
the baffling on the front Cyl.
Just my 2 cents!
Cheers,
Stein.
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of Rick Galati
Subject: RV-List: CHT's....... how high is high?
--> RV-List message posted by: Rick Galati <rick6a@yahoo.com>
Phase One flight testing is underway. My factory new O-320-D1A equipped
RV-6A now has 11 hours on the Hobbs, "Darla" flies very, very well but I am
a little concerned about percieved high CHT numbers. The VM-1000 engine
monitor consistently indicates CHT's at the higher end of the range.
Cylinder #3 runs the hottest and on one occasion the temperature reached 482
degrees generating an audio alert. What baffles me is that the oil
temperature has yet to surpass 170 degrees. Todays flight indicated an OAT
of 64 degrees at 4500' yet #3 cylinder was running at 434 degrees at cruise
with the oil temperature at 160 degrees. I have not leaned the mixture on
any flights yet and I'm told this should reduce CHT's somewhat. My Lycoming
operating manual indicates 500 degrees as the max acceptable cylinder head
temperature. Of course, I am running mineral oil for the first 25
hours.....can this partly account for the temperatures I am getting? Is it
possible the VM-1000 is reporting
bogus
numbers? Is this post much ado about nothing?
Rick Galati RV-6A "Darla"
Message 5
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| Subject: | Re: CHT's....... how high is high? |
--> RV-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
I start to take notice at 400, I would crap my pants at 480!! In general,
400 max for prolonged engine life is what I have read in numerous places.
At 10:05 AM 6/2/2005 -0700, you wrote:
>--> RV-List message posted by: Rick Galati <rick6a@yahoo.com>
>
>Phase One flight testing is underway. My factory new O-320-D1A equipped
>RV-6A now has 11 hours on the Hobbs, "Darla" flies very, very well but I
>am a little concerned about percieved high CHT numbers. The VM-1000 engine
>monitor consistently indicates CHT's at the higher end of the
>range. Cylinder #3 runs the hottest and on one occasion the temperature
>reached 482 degrees generating an audio alert. What baffles me is that the
>oil temperature has yet to surpass 170 degrees. Todays flight indicated an
>OAT of 64 degrees at 4500' yet #3 cylinder was running at 434 degrees at
>cruise with the oil temperature at 160 degrees. I have not leaned the
>mixture on any flights yet and I'm told this should reduce CHT's
>somewhat. My Lycoming operating manual indicates 500 degrees as the max
>acceptable cylinder head temperature. Of course, I am running mineral oil
>for the first 25 hours.....can this partly account for the temperatures I
>am getting? Is it possible the VM-1000 is reporting
> bogus
> numbers? Is this post much ado about nothing?
>
>Rick Galati RV-6A "Darla"
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 6
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| Subject: | Re: CHT's....... how high is high? |
--> RV-List message posted by: HCRV6@aol.com
Rick: I have seen a gradual decrease in CHT's with time. Initially #3
(hottest) would get to 425 to 450 deg F in full throttle climb to pattern
altitude at 110 to 120 MPH (0-360 A1A). Now at 82 hours the EIS will show #3
barely reaching 400 under the same conditions. In 65-75% cruise I'm seeing
340-350s with all cylinders within 15 degrees spread.
Maybe I'm missing something but I don't think there is any direct connection
between oil temp and CHT. My oil temps were way down in the 150 to 160 deg F
range with ambients around 55 to 65 deg. My seven row cooler is baffle
mounted behind #4. I have blocked off the back side of my oil cooler completely
and
now get 180-185 deg or so. I'm waiting to see what happens as the ambient
temp goes up, we're still in the 70s and low 80s in this area.
Harry Crosby
RV-6 N16CX
Pleasanton, CA
Message 7
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| Subject: | cloudy whelen strobes |
--> RV-List message posted by: "Robert E. Newhall II" <renewhall2@yahoo.com>
My RV7 has 95hrs on it and the lenses of my Whelen
wingtip strobes have started to get cloudy. Anybody
else seeing this? Is this normal or is it indication
of impending failure? It's been suggested that maybe
they are not getting enough cooling because they are
inside the plexiglass wingtip covers.
Bob Newhall
Boulder, CO
RV7
__________________________________
Have fun online with music videos, cool games, IM and more. Check it out!
http://discover.yahoo.com/online.html
Message 8
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| Subject: | Re: CHT's....... how high is high? |
--> RV-List message posted by: RobHickman@aol.com
Where are you located? I have a thermocouple tester that will read the
probes and simulate a probe to test the instrument.
This is one real advantage of an Engine Monitor that will log the flight
data.
Rob Hickman
_www.Advanced-Flight-Systems.com_ (http://www.Advanced-Flight-Systems.com)
(503) 598-7727
Message 9
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| Subject: | Re: cloudy whelen strobes |
--> RV-List message posted by: RobHickman@aol.com
If you take the cover off the glass lens will clean up with soap and water.
Rob Hickman
N401RH RV-4
Message 10
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| Subject: | CHT's....... how high is high? |
--> RV-List message posted by: "Pat Hatch" <pat_hatch@msn.com>
Rick,
The temperatures you cite are somewhat higher than what is normally seen...I
would say that with an O-320 you should be looking at 350 or so in a climb
and about 300 or so in cruise even leaned back. By the way, when you do
start to lean, your temps will go up, not down. At least until you get to
peak CHT. If you do lean and temps go down, you definitely need to re-jet
your carb, it would be running way too lean. I would check your baffling
system for tightness, etc.; if OK, I would suspect possibly an indication
problem of some sort. Can you calibrate a CHT probe by giving it a known
temp? Possibly put it into a can of boiling water and look for 212 degrees.
Whatever you do, please let us know what you find.
Pat Hatch
RV-4
RV-6
RV-7
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Rick Galati
Subject: RV-List: CHT's....... how high is high?
--> RV-List message posted by: Rick Galati <rick6a@yahoo.com>
Phase One flight testing is underway. My factory new O-320-D1A equipped
RV-6A now has 11 hours on the Hobbs, "Darla" flies very, very well but I am
a little concerned about percieved high CHT numbers. The VM-1000 engine
monitor consistently indicates CHT's at the higher end of the range.
Cylinder #3 runs the hottest and on one occasion the temperature reached 482
degrees generating an audio alert. What baffles me is that the oil
temperature has yet to surpass 170 degrees. Todays flight indicated an OAT
of 64 degrees at 4500' yet #3 cylinder was running at 434 degrees at cruise
with the oil temperature at 160 degrees. I have not leaned the mixture on
any flights yet and I'm told this should reduce CHT's somewhat. My Lycoming
operating manual indicates 500 degrees as the max acceptable cylinder head
temperature. Of course, I am running mineral oil for the first 25
hours.....can this partly account for the temperatures I am getting? Is it
possible the VM-1000 is reporting
bogus
numbers? Is this post much ado about nothing?
Rick Galati RV-6A "Darla"
Message 11
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| Subject: | Re: cloudy whelen strobes |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
Yeah, my tail strobe lens did that. Take off the cover and clean it. ;-)
http://www.rvproject.com/20050210.html
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "Robert E. Newhall II" <renewhall2@yahoo.com>
Subject: RV-List: cloudy whelen strobes
> --> RV-List message posted by: "Robert E. Newhall II"
<renewhall2@yahoo.com>
>
> My RV7 has 95hrs on it and the lenses of my Whelen
> wingtip strobes have started to get cloudy. Anybody
> else seeing this? Is this normal or is it indication
> of impending failure? It's been suggested that maybe
> they are not getting enough cooling because they are
> inside the plexiglass wingtip covers.
>
> Bob Newhall
> Boulder, CO
> RV7
>
>
> __________________________________
> Have fun online with music videos, cool games, IM and more. Check it out!
> http://discover.yahoo.com/online.html
>
>
Message 12
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| Subject: | High CHT's caused by excess flashing on cylinders |
--> RV-List message posted by: Matthew Brandes <matthew@n523rv.com>
Rick's email reminded me of a recent article that I read in an EAA newsletter
relating high CHT's to excess flash on the cylinder heads. When I was visiting
a Mel down in Texas, I looked at an O-320 he had hanging on an RV-9A in his shop
and sure enough, you could see excess flash on the fins around the spark plug
area.
The article starts on page 3 of this PDF document. Very interesting read. I'd
be curious to find out how many people have excess flash on their cylinder
heads and if they removed it, what difference it made.
http://www.eaa1000.av.org/newsletr/0408nltr.pdf
Matthew Brandes,
Van's RV-9A (Fiberglass)
#90569
http://www.n523rv.com
EAA Chapter 1329 President
EAA Chapter 868 Web Editor
Message 13
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| Subject: | Re: High CHT's caused by excess flashing on cylinders |
--> RV-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
Someone just posted this......on one of these E-mail lists, it was a
significant temp decrease with the flash removal.
At 01:25 PM 6/2/2005 -0700, you wrote:
>--> RV-List message posted by: Matthew Brandes <matthew@n523rv.com>
>
>Rick's email reminded me of a recent article that I read in an EAA newsletter
>relating high CHT's to excess flash on the cylinder heads. When I was
>visiting
>a Mel down in Texas, I looked at an O-320 he had hanging on an RV-9A in
>his shop
>and sure enough, you could see excess flash on the fins around the spark plug
>area.
>
>The article starts on page 3 of this PDF document. Very interesting
>read. I'd
>be curious to find out how many people have excess flash on their cylinder
>heads and if they removed it, what difference it made.
>
>http://www.eaa1000.av.org/newsletr/0408nltr.pdf
>
>Matthew Brandes,
>Van's RV-9A (Fiberglass)
>#90569
>http://www.n523rv.com
>
>EAA Chapter 1329 President
>EAA Chapter 868 Web Editor
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 14
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| Subject: | Re: High CHT's caused by excess flashing on cylinders |
--> RV-List message posted by: MLWynn@aol.com
At the risk of asking my typical newbie question, what is "flash'?
Regards,
Michael Wynn
RV-8 Empennage
Message 15
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| Subject: | Re: High CHT's caused by excess flashing on cylinders |
--> RV-List message posted by: linn walters <lwalters2@cfl.rr.com>
Flash is when someone flips open their coat ..... oh, sorry, wrong
flash. :-P
More accurately, 'flashing' is metal that squeezes between the parting
faces of a mold. In the case of cylinders (for those that didn't follow
that link .... it explains in more detail) the flashing blocks off the
air flow passages around the cylinder head .... near the spark plug is
more common.
Linn
MLWynn@aol.com wrote:
>--> RV-List message posted by: MLWynn@aol.com
>
>At the risk of asking my typical newbie question, what is "flash'?
>
>Regards,
>
>Michael Wynn
>RV-8 Empennage
>
>
>
>
--
Message 16
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| Subject: | Re: High CHT's caused by excess flashing on cylinders |
--> RV-List message posted by: "Jim Jewell" <jjewell@telus.net>
Hi Matthew,
I found that my O-360-A1A had the excess casting flash on three of the
cylinders. One cylinder in particular was all but closed off with it. This
now zero timed engine's matched Lycoming cylinder set had 1206 hr. total
time since factory re-manufacture.
I have not flown as yet but I am glad that I was able to remove all of the
excess casting flash and make the cylinders match. In the future I will not
have to look here in regard to cylinder temp irregularities.
This is another one of those things that I most likely would not have
thought of or done, had I not been clued into it by a previous RV-list
posting.
Jim in Kelowna
----- Original Message -----
From: "Matthew Brandes" <matthew@n523rv.com>
Subject: RV-List: High CHT's caused by excess flashing on cylinders
> --> RV-List message posted by: Matthew Brandes <matthew@n523rv.com>
>
> Rick's email reminded me of a recent article that I read in an EAA
> newsletter
> relating high CHT's to excess flash on the cylinder heads. When I was
> visiting
> a Mel down in Texas, I looked at an O-320 he had hanging on an RV-9A in
> his shop
> and sure enough, you could see excess flash on the fins around the spark
> plug
> area.
>
> The article starts on page 3 of this PDF document. Very interesting read.
> I'd
> be curious to find out how many people have excess flash on their cylinder
> heads and if they removed it, what difference it made.
>
> http://www.eaa1000.av.org/newsletr/0408nltr.pdf
>
> Matthew Brandes,
> Van's RV-9A (Fiberglass)
> #90569
> http://www.n523rv.com
>
> EAA Chapter 1329 President
> EAA Chapter 868 Web Editor
>
>
>
Message 17
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| Subject: | Re: High CHT's caused by excess flashing on cylinders |
--> RV-List message posted by: "Jim Jewell" <jjewell@telus.net>
Hello Michael,
The casting "flash" that is referred to is the result of less than exact
matching of sand casting moulds during manufacture (poor fit and or
misalignment).
In the case being recently on the list discussed the cylinder head castings
have
their moulding seams half way between the tops and bottoms of the head
castings.
The flash is the result of molten aluminium squeezing or squirting out from
between the casting moulds.
The result is that in the close tolerance areas such as the areas around the
spark plug bosses can have variances from one cylinder to the next.
If you look down past the spark plugs on a Lycoming engine that has not
been worked on in this area you will likely see some notable differences
from one
cylinder to the next in the shapes of the areas that are ment to let cooling
air
to pass by or through.
The fix for mine included filing, drilling and grinding the excess flash
material away
taking care not to damage the castings.
As with most other tools, processes and materials in modern manufacturing,
sand
casting has become more exacting over the years and the newer lost wax type
moulding systems for instance are producing much better product.
Jim in Kelowna
----- Original Message -----
From: <MLWynn@aol.com>
Subject: Re: RV-List: High CHT's caused by excess flashing on cylinders
> --> RV-List message posted by: MLWynn@aol.com
>
> At the risk of asking my typical newbie question, what is "flash'?
>
> Regards,
>
> Michael Wynn
> RV-8 Empennage
>
>
Message 18
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| Subject: | Re: CHT's....... how high is high? |
--> RV-List message posted by: "Mesquite Aviation" <info@mesquiteaviation.net>
Awesome Rick keep me posted Ben
----- Original Message -----
From: "Rick Galati" <rick6a@yahoo.com>
Subject: RV-List: CHT's....... how high is high?
> --> RV-List message posted by: Rick Galati <rick6a@yahoo.com>
>
> Phase One flight testing is underway. My factory new O-320-D1A equipped
RV-6A now has 11 hours on the Hobbs, "Darla" flies very, very well but I am
a little concerned about percieved high CHT numbers. The VM-1000 engine
monitor consistently indicates CHT's at the higher end of the range.
Cylinder #3 runs the hottest and on one occasion the temperature reached 482
degrees generating an audio alert. What baffles me is that the oil
temperature has yet to surpass 170 degrees. Todays flight indicated an OAT
of 64 degrees at 4500' yet #3 cylinder was running at 434 degrees at cruise
with the oil temperature at 160 degrees. I have not leaned the mixture on
any flights yet and I'm told this should reduce CHT's somewhat. My Lycoming
operating manual indicates 500 degrees as the max acceptable cylinder head
temperature. Of course, I am running mineral oil for the first 25
hours.....can this partly account for the temperatures I am getting? Is it
possible the VM-1000 is reporting
> bogus
> numbers? Is this post much ado about nothing?
>
> Rick Galati RV-6A "Darla"
>
>
> --
>
>
Message 19
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| Subject: | For Sale: Lyc 200HP IO-360-A3B6D |
--> RV-List message posted by: "Mike Mckenna" <mmckenna@bellsouth.net>
For Sale: Lyc 200HP IO-360-A3B6D. Pulled from flying Mooney M20J by
Mod Works 3/25/97.
Has been pickled since I bought it shortly there after. Includes
single drive dual mag, alternator, mechanical fuel pump, fuel servo,
ignition harness, starter, flywheel.
Engine log included and available for review. 3944 TT, 1716 SMOH
$8500.
Call 770-962-7064 or email mmckenna@bellsouth.net for more info.
Mike Mckenna
Lawrenceville, GA
Message 20
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| Subject: | Re: What's a "VOR" ???(Homebuilts must have Ground based |
NAV equip) NOT
--> RV-List message posted by: "Nick Nafsinger" <nick@creteaviation.com>
Coming in a little late here, BUT....
The GNS480 is a WAAS Certified GPS, and WAAS signals come from the
GROUND. How does that play into the whole scheme of things?
Nick
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Greg Young
Subject: RE: RV-List: Re: What's a "VOR" ???(Homebuilts must have Ground
based NAV equip) NOT
--> RV-List message posted by: "Greg Young" <gyoung@cs-sol.com>
Since y'all want to get so literal, then read it carefully. It says:
> 91.205(d)(2)- navigational equipment appropriate to the
> ground (GROUND) facilities <<TO BE USED>>. (emphasis mine)
If you aren't using any <ground> facilities, then NOT having any
<ground> nav equipment is perfectly appropriate. I don't have a dog in
this fight since I've got an approach certified GPS and Nav/Com... Just
stirring the pot.
Greg
>
> Whether the GPS is IFR (TSOed) or not has nothing to do with
> it. If you read the operating limitations for an experimental
> it MUST meet Part 91.205 to fly IFR, including 91.205(d)(2),
> which states what KIND of NAV equipment we must have. There
> is no mention of GPS or away around this, unless you have
> your limitation modified or waived for your installation.
>
>
> 91.205(d)(2)- navigational equipment appropriate to the
> ground (GROUND) facilities to be used. The point is
> experimental aircraft are not certified but specifically have
> an operating limitation to meet 91.205 (d)(2) limitation.
> There is no way around this, unless you get a waiver issued
> to amend or delete part of the 91.205 requirement.
>
--
--
Message 21
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| Subject: | CHT's....... how high is high? |
--> RV-List message posted by: "Alex Peterson" <alexpeterson@earthlink.net>
Rick, are you getting these temperatures with the mixture full rich? If so,
something is really amiss. Full rich should really drop the CHT's down
(albeit at a significant fuel expense!). Peak CHT's will almost exactly
correlate with peak EGT's, so avoid that area (the red zone). Stay about
100 degrees rich or 50 degrees lean of peak for CHT control. Do you have a
fuel flow sensor with your VM1000? That could help diagnose the problem.
What is your fuel flow at full throttle low altitude? What fuel flow do you
have at what MAP/rpm settings during the cruise flight that gives you the
high CHT's? Knowing that will help determine if mixture is a problem.
Alex Peterson
RV6-A N66AP 621 hours
Maple Grove, MN
> Phase One flight testing is underway. My factory new O-320-D1A equipped
> RV-6A now has 11 hours on the Hobbs, "Darla" flies very, very well but I
> am a little concerned about percieved high CHT numbers. The VM-1000 engine
> monitor consistently indicates CHT's at the higher end of the range.
> Cylinder #3 runs the hottest and on one occasion the temperature reached
> 482 degrees generating an audio alert. What baffles me is that the oil
> temperature has yet to surpass 170 degrees. Todays flight indicated an OAT
> of 64 degrees at 4500' yet #3 cylinder was running at 434 degrees at
> cruise with the oil temperature at 160 degrees. I have not leaned the
> mixture on any flights yet and I'm told this should reduce CHT's somewhat.
> My Lycoming operating manual indicates 500 degrees as the max acceptable
> cylinder head temperature. Of course, I am running mineral oil for the
> first 25 hours.....can this partly account for the temperatures I am
> getting? Is it possible the VM-1000 is reporting
> bogus
> numbers? Is this post much ado about nothing?
>
> Rick Galati RV-6A "Darla"
Message 22
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| Subject: | Re: CHT's....... how high is high? |
--> RV-List message posted by: "Richard Sipp" <rsipp@earthlink.net>
Rick,
Take a look at the gaps in the individual cyl and head baffleing on the
bottom of each cyl. If these are closed up to a small gap say 1 to 1.5
inches or are differing gaps it will effect your temps.
Mine in a 4 are approx 2 inches and I rarely see over 400 with cruise temps
below 350.
Dick Sipp
RV4/RV10
----- Original Message -----
From: <HCRV6@aol.com>
Subject: Re: RV-List: CHT's....... how high is high?
> --> RV-List message posted by: HCRV6@aol.com
>
> Rick: I have seen a gradual decrease in CHT's with time. Initially #3
> (hottest) would get to 425 to 450 deg F in full throttle climb to pattern
> altitude at 110 to 120 MPH (0-360 A1A). Now at 82 hours the EIS will show
> #3
> barely reaching 400 under the same conditions. In 65-75% cruise I'm
> seeing
> 340-350s with all cylinders within 15 degrees spread.
>
> Maybe I'm missing something but I don't think there is any direct
> connection
> between oil temp and CHT. My oil temps were way down in the 150 to 160
> deg F
> range with ambients around 55 to 65 deg. My seven row cooler is baffle
> mounted behind #4. I have blocked off the back side of my oil cooler
> completely and
> now get 180-185 deg or so. I'm waiting to see what happens as the ambient
> temp goes up, we're still in the 70s and low 80s in this area.
>
> Harry Crosby
> RV-6 N16CX
> Pleasanton, CA
>
>
>
Message 23
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| Subject: | Re: cloudy whelen strobes |
--> RV-List message posted by: Vanremog@aol.com
In a message dated 6/2/2005 11:47:16 A.M. Pacific Daylight Time,
renewhall2@yahoo.com writes:
My RV7 has 95hrs on it and the lenses of my Whelen
wingtip strobes have started to get cloudy. Anybody
else seeing this? Is this normal or is it indication
of impending failure?
======================================
It is normal and is the result of the RTV rubber molded base out gassing as
it gets warm. Remove lens (don't drop it) and clean the inside using a
little Isopropyl Alcohol on a Kim Wipe or paper towel.
GV (RV-6A N1GV O-360-A1A, C/S, Flying 752hrs, Silicon Valley, CA)
Message 24
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|
RV-8 list RV List <rv8-list@matronics.com>
| Subject: | Advance Angle of Attack (Old PSS System) |
--> RV-List message posted by: Ed OConnor <Edwardoconnor@mac.com>
For those of you who have already installed the PSS system on your
RV-8, the manual states to install the wing ports 12 inches from the
leading edge, which is 6 inches from the trailing edge of the wing skin
break line. The instructions say to maintain the same % cord for top
and bottom. Anybody, whose system is working, how far from the aft
skin edge of the skin is the lower port. Is it also 6 inches? Not
sure this is the same cord % as measured that way. I think measuring
from the aft edge of the skin line is easier then figuring from a line
from the leading edge. But maybe its not that critical. Also, how
critical is the #60 drill being centered on the piece mounted on the
inner wing skin?
I read the archives and understand it is a straight line from the
leading edge if you use that method of locating the port. Just looking
for an easier method then finding 12 inches from the leading edge
since that will require finding a 90 degree line from the cord at the
leading edge.
RV-8 N366RV. Panama City FL
Message 25
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| Subject: | Advance Angle of Attack (Old PSS System) |
--> RV-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
Hi Ed,
I think your 6" from the wing skin break is correct.
Here is a link to the location information from their
website:
http://advanced-control-systems.com/AOAsupport/aoasupport.htm
RV-4, RV-6, RV-7,RV-8
6" forward of the wing skin break at the spar
about 12" aft of the leading edge
The #60 hole is only to let air pressure in or out, so
it should not matter if it is not perfectly centered.
Hope that helps,
Mickey
Ed OConnor wrote:
> --> RV8-List message posted by: Ed OConnor <Edwardoconnor@mac.com>
>
> For those of you who have already installed the PSS system on your
> RV-8, the manual states to install the wing ports 12 inches from the
> leading edge, which is 6 inches from the trailing edge of the wing skin
> break line. The instructions say to maintain the same % cord for top
> and bottom. Anybody, whose system is working, how far from the aft
> skin edge of the skin is the lower port. Is it also 6 inches? Not
> sure this is the same cord % as measured that way. I think measuring
> from the aft edge of the skin line is easier then figuring from a line
> from the leading edge. But maybe its not that critical. Also, how
> critical is the #60 drill being centered on the piece mounted on the
> inner wing skin?
> I read the archives and understand it is a straight line from the
> leading edge if you use that method of locating the port. Just looking
> for an easier method then finding 12 inches from the leading edge
> since that will require finding a 90 degree line from the cord at the
> leading edge.
> RV-8 N366RV. Panama City FL
--
Mickey Coggins
http://www.rv8.ch/
#82007 Wiring
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