Today's Message Index:
----------------------
1. 05:59 AM - Re: Bending Rivets (alan@reichertech.com)
2. 06:22 AM - Re: Re: Bending Rivets (Bob Collins)
3. 06:48 AM - Re: Bending Rivets (Bob Perkinson)
4. 09:45 AM - Re: Re: Predator Corvette (Albert Gardner)
5. 10:08 AM - Re: Re: RV-Linst: Predator Corvette (Skylor Piper)
6. 10:42 AM - Re: Re: RV-Linst: Predator Corvette (ogoodwin@comcast.net)
7. 11:10 AM - Fw: engine problem (Scott Jackson)
8. 11:27 AM - Re: solo riveting of leading edges (Jim Oke)
9. 02:33 PM - Re: Fw: engine problem (Richard McBride)
10. 03:34 PM - Re: Fw: engine problem (Scott Jackson)
11. 03:39 PM - Re: Fw: engine problem (Scott Jackson)
12. 03:40 PM - Re: Fw: engine problem (Knicholas2@aol.com)
13. 04:27 PM - Re: solo riveting of leading edges (Denis Walsh)
14. 05:23 PM - Re: Fw: engine problem (Richard McBride)
15. 05:56 PM - Re: Fw: engine problem (Alex Peterson)
16. 07:10 PM - Re: Fw: engine problem (Fiveonepw@aol.com)
17. 07:23 PM - V-List: Fw: engine problem (Robin Marks)
18. 07:41 PM - Re: Fw: engine problem (Brian Alley)
19. 07:41 PM - Re: Fw: engine problem (james frierson)
20. 07:41 PM - Re: Cabin heat from oil cooler (was: Exhaust Wrap Ceramic coating) (Mike Kraus)
21. 07:50 PM - Re: Fw: engine problem (linn walters)
22. 09:53 PM - Vans Vent Kit on RV-4 (Ted Lumpkin)
Message 1
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| Subject: | RE: Bending Rivets |
--> RV-List message posted by: alan@reichertech.com
Thanks for the inputs on this so far. A lot of folks mentioned the
possibility of the rivet being too long. I had checked this... they are
just under 1.5 diameter when inserted into the hole. Others mentioned
angles on the bucking bar and difficulty using the offset rivet set.
Since I now have a very nice practice piece (ahem!), I'll go drill a bunch
of holes and see if I can get some to drive straight.
--
Alan Reichert
Prepping Horizontal Stabilizer for Assembly; ordered new parts for
Vertical Stabilizer :-(
Do Not Archive
Message 2
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| Subject: | RE: Bending Rivets |
--> RV-List message posted by: "Bob Collins" <bcollinsrv7a@comcast.net>
Are these "4" rivets. For a 3X gun, I find a PSI of close to 60 to be
optimal for *_me_
. I use a 40-43 for the "3" rivets. Not sure if that has anything to do with
it. Can't disagree with any of the other suggestions, however.
*YMMV
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of
alan@reichertech.com
Subject: RV-List: RE: Bending Rivets
--> RV-List message posted by: alan@reichertech.com
Thanks for the inputs on this so far. A lot of folks mentioned the
possibility of the rivet being too long. I had checked this... they are
just under 1.5 diameter when inserted into the hole. Others mentioned
angles on the bucking bar and difficulty using the offset rivet set.
Since I now have a very nice practice piece (ahem!), I'll go drill a bunch
of holes and see if I can get some to drive straight.
--
Alan Reichert
Prepping Horizontal Stabilizer for Assembly; ordered new parts for Vertical
Stabilizer :-(
Do Not Archive
Message 3
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--> RV-List message posted by: "Bob Perkinson" <bobperk@bellsouth.net>
I dont recall having to use an offset to get these 3 pieces together, there
was enough flex in there to use a straight set. You might want to give Van
s a call and see if you could use a bolt in the one hole that is too large,
unless of course the edge clearance is not large enough. That might save
you some $$$ plus shipping and handling.
Bob Perkinson
Hendersonville, TN.
RV9A N658RP Reserved
If nothing changes
Nothing changes
Looks like I get to order some new pieces next week. :-(
While trying to assemble V-702/V-704/V-705 on an RV-8 emp, I keep peening
over the rivets rather than making a nice level shop head. Any clues what
I"m doing wrong?
Gun is a 3X, 45PSI, offset. It sure looks like I'm driving it straight,
but I'm obviously not doing something properly. Drilling out the last one
ended up putting a badly oblong hole in the pieces, so they are now trash.
--
Alan Reichert
Priv, Inst, SEL
RV-8 N927AR (reserved)
Prepping Horizontal/Vertical Stabilizers for Assembly (I thought....)
Message 4
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| Subject: | Re: RV-List: Predator Corvette |
--> RV-List message posted by: "Albert Gardner" <ibspud@adelphia.net>
This outfit was in the Phoenix area (Chandler or Mesa maybe) but when we
were talking about it at the Cactus Flyin (Casa Grande) somebody from
Phoenix said he had packed up and went back to Boise. Sounded like they
thought he was quitting the project-for now at least.
Albert Gardner
RV-9A N872RV
Yuma, AZ
Message 5
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| Subject: | Re: RV-Linst: Predator Corvette |
--> RV-List message posted by: Skylor Piper <skylor4@yahoo.com>
--- ogoodwin@comcast.net wrote:
> --> RV-List message posted by: ogoodwin@comcast.net
>
>...snip
>
> The fuel burn figures do seem a bit low, but since
> the engine is computer controlled, I'd expect lower
> burns than a comparable air cooled aircraft engine.
>
>snip...
Unfortunately, most real world evidence indicates that
"computer controlled" auto engines do not produce
better brake specific fuel consumption numbers than
fuel injected aicraft engines in steady state aircraft
operation. The only real advantage that they have is
variable timing. Computer control of the fuel mixture
is really only an advantage in the constantly varying
speed and power environment that typically exists in
an automobile.
Both the high speed required to maked reasonable power
and the speed reduction units required to turn a prop
rob efficiency from auto engines.
Skylor
RV-8 QB
Mounting Wings...Engine install to follow!
Do not archive
> -------------- Original message --------------
>
> > --> RV-List message posted by: Gary Cole
> >
> > Another one that I found is www.v8aircraft.com.
> >
> > After reading their material, I have doubts about
> the validity of their claims.
> >
> > HRII abuilding slowly
> >
> > Gary Cole
> >
> > Barkeley, CA
> >
> > ogoodwin@comcast.net wrote:
> > --> RV-List message posted by:
> ogoodwin@comcast.net
> >
> > Try www.v8seabee.com
> >
> > Do not archive
> >
> > -------------- Original message --------------
> >
> > > --> RV-List message posted by:
> rv6n6r@comcast.net
> > >
> > > > Any of you guys know what became of the
> corvette conversion engine
> > > > that was out there for a while?
> > > [snip]
> > >
> > > I don't know about the "Predator" (in fact I
> know pretty much nothing about
> > auto
> > > engine conversions) but up at Arlington I saw a
> beautiful
> > > 'homebuilt' based on a Republic Seabee fuselage
> (I know "beautiful Seabee"
> > > sounds like an oxymoron but its true!) The
> engine is a Robinson Conversion
> > LS-6
> > > Corvette with 405 HP and a four bladed MT
> propeller. Sounds like too much for
> > an
> > > RV-10 and I'm sure not recommending it, just
> offering the info. Anyway I found
> > a
> > > website that has some in-progress photos,
> > > http://www.republicseabee.com/Seabeenews.html.
> Not too much there but they say
> > > will be updated soon. Just FYI.
> > >
> > > Randall Henderson
> > > RV-6
> > > www.edt.com/rhproject
> > >
> > >
> > >
> > >
> > >
> > >
> >
> > Try www.v8seabee.com
> >
> > Do not archive
> >
> > -------------- Original message --------------
> >
> > -- RV-List message posted by: rv6n6r@comcast.net
> >
> > Any of you guys know what became of the corvette
> conversion engine
> > that was out there for a while?
> > [snip]
> >
> > I don't know about the "Predator" (in fact I know
> pretty much nothing about auto
> > engine conversions) but up at Arlington I saw a
> beautiful
> > 'homebuilt' based on a Republic Seabee fuselage (I
> know "beautiful Seabee"
> > sounds like an oxymoron but its true!) The engine
> is a Robinson Conversion LS-6
> > Corvette with 405 HP and a four bladed MT
> propeller. Sounds like too much for an
> > RV-10 and I'm sure not recommending it, just
> offering the info. Anyway I found a
> > website that has some in-progress photos,
> > http://www.republicseabee.com/Seabeenews.html. Not
> too muc
> > h there but they say
> > will be updated soon. Just FYI.
> >
> > Randall Henderson
> > RV-6
> > www.edt.com/rhproject
> >
> >
> >
> >
> >
> >
>
> I'm curious what claims you doubt? The power claims
> seem pretty reasonable, since lots of dynamometer
> data exists for various configurations of the
> LS1/LS2/LS6 engines, and it doesn't seem too hard to
> get well over 300 horsepower at the wheels (most
> figure about 12 to 15% more at the flywheel) for the
> LS1 and more from the larger versions. The new LS7
> is externally identical and is 427 cubic inches and
> obviously more powerful.
>
> I don't know about their PSRU, but I think it's
> based on the Geschwender chain drive that's been
> around for 30 years or so and seems to work quite
> well.
>
> The fuel burn figures do seem a bit low, but since
> the engine is computer controlled, I'd expect lower
> burns than a comparable air cooled aircraft engine.
>
> A standard LS with all accesories weighs about 400
> pounds (no psru or radiator).
>
> Another source for LS1/LS6 conversions is
> www.fighterescortwings.com
> Do not archive
>
> -------------- Original message --------------
>
> -- RV-List message posted by: Gary Cole
> <COLE_GARY@SBCGLOBAL.NET>
>
> Another one that I found is www.v8aircraft.com.
>
> After reading their material, I have doubts about
> the validity of their claims.
>
> HRII abuilding slowly
>
> Gary Cole
>
> Barkeley, CA
>
> ogoodwin@comcast.net wrote:
> -- RV-List message posted by: ogoodwin@comcast.net
>
> Try www.v8seabee.com
>
> Do not archive
>
> -------------- Original message --------------
>
> -- RV-List message posted by: rv6n6r@comcast.net
>
> Any of you guys know what became of the corvette
> conversion engine
> that was out there for a while?
> [snip]
> <
> BR> I don't know about the "Predator" (in fact I
> know pretty much nothing about
> auto
> engine conversions) but up at Arlington I saw a
> beautiful
> 'homebuilt' based on a Republic Seabee fuselage (I
> know "beautiful Seabee"
> sounds like an oxymoron but its true!) The engine
> is a Robinson Conversion
> LS-6
>
=== message truncated ===
Message 6
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| Subject: | Re: RV-Linst: Predator Corvette |
--> RV-List message posted by: ogoodwin@comcast.net
And the variable timing is a real advantage, as is the continuous compensation
for varying air density and temperature while climbing and descending as well
as idling on the ground. Quite a bit of aircraft operation isn't in stable cruise
flight.
A question: what do you consider to be high speed to make reasonable power? I'm
curious because these engines vary widely in displacement, cam timing, and
tuning. Some require higher RPM than others, but if smaller higher revving engines
are more fuel ineffecient than large slow ones, I'd think the auto industry
would be making 540 CI engines with transmissions to keep the speed low.
Instead, they're making smaller engines that make far more power than the old
style engines of even 10-15 years ago. The LS7 at 427 CI could be built into
an engine that will put out large amounts of torque from 2500 rpm up and should
easily (well) exceed 350 horsepower at 4500 rpm for takeoff and over 250 at
3400 or so cruise. These are not high rpm numbers especially since piston speed
is more important than RPM for engine longevity. The relatively short stroke
keeps piston speeds down even if the RPM is higher than we're used to seeing
in aircraft engines. Since the LS1, LS2, LS6, and
LS7 all weigh the same and are outwardly identical, the larger displacement engines
can be flat rated if all the power isn't necessary or desirable and maintain
usable power at much higher altitudes than normally aspirated engines not
flat rated. A further benefit of flat rating is the reduction of stress on the
engine.
Marine V8s are run much harder than that, and generally don't receive the care
of an engine installed in aircraft.
-------------- Original message --------------
> --> RV-List message posted by: Skylor Piper
>
>
> --- ogoodwin@comcast.net wrote:
>
> > --> RV-List message posted by: ogoodwin@comcast.net
> >
> >...snip
> >
> > The fuel burn figures do seem a bit low, but since
> > the engine is computer controlled, I'd expect lower
> > burns than a comparable air cooled aircraft engine.
> >
> >snip...
>
> Unfortunately, most real world evidence indicates that
> "computer controlled" auto engines do not produce
> better brake specific fuel consumption numbers than
> fuel injected aicraft engines in steady state aircraft
> operation. The only real advantage that they have is
> variable timing. Computer control of the fuel mixture
> is really only an advantage in the constantly varying
> speed and power environment that typically exists in
> an automobile.
>
> Both the high speed required to maked reasonable power
> and the speed reduction units required to turn a prop
> rob efficiency from auto engines.
>
> Skylor
> RV-8 QB
> Mounting Wings...Engine install to follow!
>
>
> Do not archive
>
> > -------------- Original message --------------
> >
> > > --> RV-List message posted by: Gary Cole
> > >
> > > Another one that I found is www.v8aircraft.com.
> > >
> > > After reading their material, I have doubts about
> > the validity of their claims.
> > >
> > > HRII abuilding slowly
> > >
> > > Gary Cole
> > >
> > > Barkeley, CA
> > >
> > > ogoodwin@comcast.net wrote:
> > > --> RV-List message posted by:
> > ogoodwin@comcast.net
> > >
> > > Try www.v8seabee.com
> > >
> > > Do not archive
> > >
> > > -------------- Original message --------------
> > >
> > > > --> RV-List message posted by:
> > rv6n6r@comcast.net
> > > >
> > > > > Any of you guys know what became of the
> > corvette conversion engine
> > > > > that was out there for a while?
> > > > [snip]
> > > >
> > > > I don't know about the "Predator" (in fact I
> > know pretty much nothing about
> > > auto
> > > > engine conversions) but up at Arlington I saw a
> > beautiful
> > > > 'homebuilt' based on a Republic Seabee fuselage
> > (I know "beautiful Seabee"
> > > > sounds like an oxymoron but its true!) The
> > engine is a Robinson Conversion
> > > LS-6
> > > > Corvette with 405 HP and a four bladed MT
> > propeller. Sounds like too much for
> > > an
> > > > RV-10 and I'm sure not recommending it, just
> > offering the info. Anyway I found
> > > a
> > > > website that has some in-progress photos,
> > > > http://www.republicseabee.com/Seabeenews.html.
> > Not too much there but they say
> > > > will be updated soon. Just FYI.
> > > >
> > > > Randall Henderson
> > > > RV-6
> > > > www.edt.com/rhproject
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > >
> > > Try www.v8seabee.com
> > >
> > > Do not archive
> > >
> > > -------------- Original message --------------
> > >
> > > -- RV-List message posted by: rv6n6r@comcast.net
> > >
> > > Any of you guys know what became of the corvette
> > conversion engine
> > > that was out there for a while?
> > > [snip]
> > >
> > > I don't know about the "Predator" (in fact I know
> > pretty much nothing about auto
> > > engine conversions) but up at Arlington I saw a
> > beautiful
> > > 'homebuilt' based on a Republic Seabee fuselage (I
> > know "beautiful Seabee"
> > > sounds like an oxymoron but its true!) The engine
> > is a Robinson Conversion LS-6
> > > Corvette with 405 HP and a four bladed MT
> > propeller. Sounds like too much for an
> > > RV-10 and I'm sure not recommending it, just
> > offering the info. Anyway I found a
> > > website that has some in-progress photos,
> > > http://www.republicseabee.com/Seabeenews.html. Not
> > too muc
> > > h there but they say
> > > will be updated soon. Just FYI.
> > >
> > > Randall Henderson
> > > RV-6
> > > www.edt.com/rhproject
> > >
> > >
> > >
> > >
> > >
> > >
> >
> > I'm curious what claims you doubt? The power claims
> > seem pretty reasonable, since lots of dynamometer
> > data exists for various configurations of the
> > LS1/LS2/LS6 engines, and it doesn't seem too hard to
> > get well over 300 horsepower at the wheels (most
> > figure about 12 to 15% more at the flywheel) for the
> > LS1 and more from the larger versions. The new LS7
> > is externally identical and is 427 cubic inches and
> > obviously more powerful.
> >
> > I don't know about their PSRU, but I think it's
> > based on the Geschwender chain drive that's been
> > around for 30 years or so and seems to work quite
> > well.
> >
> > The fuel burn figures do seem a bit low, but since
> > the engine is computer controlled, I'd expect lower
> > burns than a comparable air cooled aircraft engine.
> >
> > A standard LS with all accesories weighs about 400
> > pounds (no psru or radiator).
> >
> > Another source for LS1/LS6 conversions is
> > www.fighterescortwings.com
> > Do not archive
> >
> > -------------- Original message --------------
> >
> > -- RV-List message posted by: Gary Cole
> >
> >
> > Another one that I found is www.v8aircraft.com.
> >
> > After reading their material, I have doubts about
> > the validity of their claims.
> >
> > HRII abuilding slowly
> >
> > Gary Cole
> >
> > Barkeley, CA
> >
> > ogoodwin@comcast.net wrote:
> > -- RV-List message posted by: ogoodwin@comcast.net
> >
> > Try www.v8seabee.com
> >
> > Do not archive
> >
> > -------------- Original message --------------
> >
> > -- RV-List message posted by: rv6n6r@comcast.net
> >
> > Any of you guys know what became of the corvette
> > conversion engine
> > that was out there for a while?
> > [snip]
> > <
> > BR> I don't know about the "Predator" (in fact I
> > know pretty much nothing about
> > auto
> > engine conversions) but up at Arlington I saw a
> > beautiful
> > 'homebuilt' based on a Republic Seabee fuselage (I
> > know "beautiful Seabee"
> > sounds like an oxymoron but its true!) The engine
> > is a Robinson Conversion
> > LS-6
> >
> === message truncated ===
>
>
>
>
>
>
And the variable timing is a real advantage, as is the continuous compensation
for varying air density and temperature while climbing and descending as well
as idling on the ground. Quite a bit of aircraft operation isn't in stable cruise
flight.
A question: what do you consider to be high speed to make reasonable power? I'm
curious because these engines vary widely in displacement, cam timing, and tuning.
Some require higher RPM than others, but if smaller higher revving engines
are more fuel ineffecient than large slow ones, I'd think the auto industry
would be making 540 CI engines with transmissions to keep the speed low. Instead,
they're making smaller engines that make far more power than the old style
engines of even 10-15 years ago. The LS7 at 427 CI could be built into an engine
that will put out large amounts of torque from 2500 rpm up and should easily
(well)exceed 350 horsepower at 4500 rpm for takeoff and over 250 at 3400 or
so cruise. These are not high rpm numbers especially since piston speed is more
important than RPM for engine longevity. The relatively short stroke keeps
piston speeds down even if the RPM is higher than we're used to seeing in air
craft engines. Since the LS1, LS2, LS6, and LS7 all weigh the same and are outwardly
identical, the larger displacement engines can be flat rated if all the
power isn't necessary or desirable and maintain usable power at much higher altitudes
than normally aspirated engines not flat rated. A further benefit of
flat rating is the reduction of stress on the engine.
Marine V8s are run much harder than that, and generally don't receive the care
of an engine installed in aircraft.
-------------- Original message --------------
-- RV-List message posted by: Skylor Piper <SKYLOR4@YAHOO.COM>
--- ogoodwin@comcast.net wrote:
-- RV-List message posted by: ogoodwin@comcast.net
...snip
The fuel burn figures do seem a bit low, but since
the engine is computer controlled, I'd expect lower
burns than a comparable air cooled aircraft engine.
snip...
Unfortunately, most real world evidence indicates that
"computer controlled" auto engines do not produce
better brake specific fuel consumption numbers than
fuel injected aicraft engines in steady state aircraft
operation. The only real advantage that they have is
variable timing. Computer cont
rol of the fuel mixture
is really only an advantage in the constantly varying
speed and power environment that typically exists in
an automobile.
Both the high speed required to maked reasonable power
and the speed reduction units required to turn a prop
rob efficiency from auto engines.
Skylor
RV-8 QB
Mounting Wings...Engine install to follow!
Do not archive
-------------- Original message --------------
-- RV-List message posted by: Gary Cole
Another one that I found is www.v8aircraft.com.
After reading their material, I have doubts about
the validity of their claims.
HRII abuilding slowly
Gary Cole
Barkeley, CA
ogoodwin@comcast.net wrote:
-- RV-List message posted by:
ogoodwin@comcast.net
Try www.v8seabee.com
Do not archive
-------------- Original message --------------
-- RV-List message posted by:
rv6n6r@comcast.net
Any of you guys know what became of the
corvette conversion engine
that was out there for a while?
[snip]
I don't know about the "Predator" (in fact I
know pretty much nothing about
auto
engine conversions) but up at Arlington I saw a
beautiful
&g
t; 'homebuilt' based on a Republic Seabee fuselage
(I know "beautiful Seabee"
sounds like an oxymoron but its true!) The
engine is a Robinson Conversion
LS-6
Corvette with 405 HP and a four bladed MT
propeller. Sounds like too much for
an
RV-10 and I'm sure not recommending it, just
offering the info. Anyway I found
a
website that has some in-progress photos,
http://www.republicseabee.com/Seabeenews.html.
Not too much there but they say
will be updated soon. Just FYI.
Randall Henderson
RV-6
www.edt.com/rhproject
Try www.v8seabee.com
Do not archive
-------------- Original message --------------
-- RV-List message posted by: rv6n6r@comcast.net
Any of you guys know what became of the corvette
conversion engine
that was out there for a while?
[snip]
I don't know about the "Predator" (in fact I know
pretty much nothing about auto
engine conversions) but up at Arlington I saw a
beautiful
'homebuilt' based on a Republic Seabee fuselage (I
know "beautiful Seabee"
sounds like an oxymoron but its true!) The engine
is a Robinson Conversion LS-6
Corve
tte with 405 HP and a four bladed MT
propeller. Sounds like too much for an
RV-10 and I'm sure not recommending it, just
offering the info. Anyway I found a
website that has some in-progress photos,
http://www.republicseabee.com/Seabeenews.html. Not
too muc
h there but they say
will be updated soon. Just FYI.
Randall Henderson
RV-6
www.edt.com/rhproject
I'm curious what claims you doubt? The power claims
seem pretty reasonable, since lots of dynamometer
data exists for various configurations of the
LS1/LS2/LS6 engines, and it doesn't seem too hard to
get well over 300 hor
sepower at the wheels (most
figure about 12 to 15% more at the flywheel) for the
LS1 and more from the larger versions. The new LS7
is externally identical and is 427 cubic inches and
obviously more powerful.
I don't know about their PSRU, but I think it's
based on the Geschwender chain drive that's been
around for 30 years or so and seems to work quite
well.
The fuel burn figures do seem a bit low, but since
the engine is computer controlled, I'd expect lower
burns than a comparable air cooled aircraft engine.
A standard LS with all accesories weighs about 400
pounds (no psru or radiator).
Another source for LS1/LS6 conversions is
www.fighterescortwings.com
Do not archive
-------------- Original message --------------
-- RV-List message posted by: Gary Cole
<COLE_GARY@SBCGLOBAL.NET>
Another one that I found is www.v8aircraft.com.
After reading their material, I have doubts about
the validity of their claims.
HRII abuilding slowly
Gary Cole
Barkeley, CA
ogoodwin@comcast.net wrote:
-- RV-List message posted by: ogoodwin@comcast.net
Try www.v8seabee.com
Do not archive
-------------- Original message --------------
-- RV-List message posted by: rv6n6r@comcast.net
Any of you guys know what became of the corvette
conversion engine
that was out there
for a while?
[snip]
BR I don't know about the "Predator" (in fact I
know pretty much nothing about
auto
engine conversions) but up at Arlington I saw a
beautiful
'homebuilt' based on a Republic Seabee fuselage (I
know "beautiful Seabee"
sounds like an oxymoron but its true!) The engine
is a Robinson Conversion
LS-6
=== message truncated ===
?RV-List
Message 7
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| Subject: | Fw: engine problem |
--> RV-List message posted by: "Scott Jackson" <jayeandscott@telus.net>
Subject: engine problem
Folks:
I've been riding the right-seat since first flight of a new RV-6 with an 0-320-E2D,
carburetted.
The engine has displayed a momentary burp-not really a miss- every single flight
when the power is reduced from full throttle. Even flying circuits, it will
do it at the top of every climb, as soon as the throttle is brought back from
full.
It does not do it when power is further reduced, as in setting up for a descent.
The engine has about nine hours since overhaul, including three hours on the
run-in stand, but has been sitting for quite a few years. It is equipped with
two magnetos.
It originally idled quite fast- about 800 rpm, but the idle speed adjusting
screw was backed out until it idled around 550-600 rpm, but, after the last landing
last week, the engine was shaking the airframe and we could see individual
blades going by out front, it was idling so slowly, less than 300rpm. Don't
know if this would contribute to anything, or if it indicates a temperature-related
problem with the installation. The propellor is two-bladed wood.
Other than those two characteristics, the engine runs very well, and puts out
lots of power for takeoff.
My first guess is something's wrong with the carburetor or its settings. It runs
on 100LL only, and the entire firewall-forward is very traditional, with nothing
exotic.
SCott in VAncouver
Message 8
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| Subject: | solo riveting of leading edges |
--> RV-List message posted by: Jim Oke <wjoke@shaw.ca>
Yes, it can be done with suitable care, caution, etc. Incidence of "smilies"
should be no worse than elsewhere.
I clecoed the ribs and skin together, set the assembly on end on the floor,
and then sat in a chair to rivet. This way I could brace and/or support the
gun with my knee and leg and squeeze the trigger with one hand while guiding
the bar with the other hand. Some extra support to steady the gun really
helps. I used a wooden box to adjust the height of the work when working at
the end ribs.
Solo riveting is quite satisfying when you get used to it. You go at your
own pace, aren't worried about taking extra time for a particular rivet,
develop some extra "feel" for the gun-to-bar pressure to apply, etc.
Good luck and happy building.
Jim Oke
Wpg., MB
RV-6A
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] On Behalf Of
> David Fenstermacher
> Sent: July 16, 2005 10:35 AM
> To: rv-list
> Subject: RV-List: solo riveting of leading edges
>
> --> RV-List message posted by: "David Fenstermacher"
> --> <dfenstermacher@earthlink.net>
>
> Has anyone been successful in solo riveting the forward most
> rivets of the leading edges.
> My rivet partner is AWOL (Actually he is TDY for 3 months).
>
> I know it CAN be done, but has anyone done it without any
> "happy faces".
> If so, tips/tricks?
>
> Thanks all,
>
> Dave
>
>
> David Fenstermacher
> dfenstermacher@earthlink.net
>
>
> Photoshare, and much much more:
>
>
>
>
Message 9
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| Subject: | Re: Fw: engine problem |
--> RV-List message posted by: "Richard McBride" <rickrv8@msn.com>
Scott,
The O320-E2G I had in my -6 did the exact same thing. Every now and again, at
no particular common point in a flight the engine would just seem to hesitate
for a split second. It never did it on take off or in low throttle descent.
Adjustments to the carb made no difference. My engine had 1700 hours TT with
no overhaul when I first flew the -6. It did the hesitation thing for the 300
hours I flew the airplane before I had the engine remanufactured. After the
reman it still continued to do the same thing. I sold the plane after about 500
hours and never did find a solution. I also had a wood prop and only used
100LL.
Rick McBride
----- Original Message -----
From: Scott Jackson<mailto:jayeandscott@telus.net>
To: rv-list@matronics.com<mailto:rv-list@matronics.com>
Sent: Sunday, July 17, 2005 2:10 PM
Subject: RV-List: Fw: engine problem
--> RV-List message posted by: "Scott Jackson" <jayeandscott@telus.net<mailto:jayeandscott@telus.net>>
Subject: engine problem
Folks:
I've been riding the right-seat since first flight of a new RV-6 with an 0-320-E2D,
carburetted.
The engine has displayed a momentary burp-not really a miss- every single flight
when the power is reduced from full throttle. Even flying circuits, it will
do it at the top of every climb, as soon as the throttle is brought back from
full.
It does not do it when power is further reduced, as in setting up for a descent.
The engine has about nine hours since overhaul, including three hours on the
run-in stand, but has been sitting for quite a few years. It is equipped with
two magnetos.
It originally idled quite fast- about 800 rpm, but the idle speed adjusting
screw was backed out until it idled around 550-600 rpm, but, after the last
landing last week, the engine was shaking the airframe and we could see individual
blades going by out front, it was idling so slowly, less than 300rpm. Don't
know if this would contribute to anything, or if it indicates a temperature-related
problem with the installation. The propellor is two-bladed wood.
Other than those two characteristics, the engine runs very well, and puts out
lots of power for takeoff.
My first guess is something's wrong with the carburetor or its settings. It
runs on 100LL only, and the entire firewall-forward is very traditional, with
nothing exotic.
SCott in VAncouver
Message 10
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| Subject: | Re: Fw: engine problem |
--> RV-List message posted by: "Scott Jackson" <jayeandscott@telus.net>
That does not sound encouraging.
Did you have the carb looked at?
----- Original Message -----
From: "Richard McBride" <rickrv8@msn.com>
Subject: Re: RV-List: Fw: engine problem
> --> RV-List message posted by: "Richard McBride" <rickrv8@msn.com>
>
> Scott,
>
> The O320-E2G I had in my -6 did the exact same thing. Every now and
> again, at no particular common point in a flight the engine would just
> seem to hesitate for a split second. It never did it on take off or in
> low throttle descent. Adjustments to the carb made no difference. My
> engine had 1700 hours TT with no overhaul when I first flew the -6. It
> did the hesitation thing for the 300 hours I flew the airplane before I
> had the engine remanufactured. After the reman it still continued to do
> the same thing. I sold the plane after about 500 hours and never did find
> a solution. I also had a wood prop and only used 100LL.
>
> Rick McBride
> ----- Original Message -----
> From: Scott Jackson<mailto:jayeandscott@telus.net>
> To: rv-list@matronics.com<mailto:rv-list@matronics.com>
> Sent: Sunday, July 17, 2005 2:10 PM
> Subject: RV-List: Fw: engine problem
>
>
> --> RV-List message posted by: "Scott Jackson"
> <jayeandscott@telus.net<mailto:jayeandscott@telus.net>>
>
>
> Subject: engine problem
>
>
> Folks:
> I've been riding the right-seat since first flight of a new RV-6 with
> an 0-320-E2D, carburetted.
> The engine has displayed a momentary burp-not really a miss- every
> single flight when the power is reduced from full throttle. Even flying
> circuits, it will do it at the top of every climb, as soon as the throttle
> is brought back from full.
> It does not do it when power is further reduced, as in setting up for a
> descent.
> The engine has about nine hours since overhaul, including three hours
> on the run-in stand, but has been sitting for quite a few years. It is
> equipped with two magnetos.
> It originally idled quite fast- about 800 rpm, but the idle speed
> adjusting screw was backed out until it idled around 550-600 rpm, but,
> after the last landing last week, the engine was shaking the airframe and
> we could see individual blades going by out front, it was idling so
> slowly, less than 300rpm. Don't know if this would contribute to anything,
> or if it indicates a temperature-related problem with the installation.
> The propellor is two-bladed wood.
> Other than those two characteristics, the engine runs very well, and
> puts out lots of power for takeoff.
> My first guess is something's wrong with the carburetor or its
> settings. It runs on 100LL only, and the entire firewall-forward is very
> traditional, with nothing exotic.
> SCott in VAncouver
>
>
>
Message 11
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| Subject: | Re: Fw: engine problem |
--> RV-List message posted by: "Scott Jackson" <jayeandscott@telus.net>
What I'm wondering is what happens in the carburetor when the power is
brought back from full; i.e. is there another circuit or pathway in the
carburetor that comes into play?
Perhaps that circuit is not as full of fuel as it should be, and it takes
that moment-during which the engine stumbles-to get the fuel flowing.
Coming back from full power shouldn't make any difference to the ignition
system.
I'll have to dive into my stack of LPM magazines, I think there's an article
on the inner workings of the carbs we use somewhere. Maybe the Skyranch
Engineering Manual, that's around here somewhere too.
Scott
Scott
----- Original Message -----
From: "Richard McBride" <rickrv8@msn.com>
Subject: Re: RV-List: Fw: engine problem
> --> RV-List message posted by: "Richard McBride" <rickrv8@msn.com>
>
> Scott,
>
> The O320-E2G I had in my -6 did the exact same thing. Every now and
> again, at no particular common point in a flight the engine would just
> seem to hesitate for a split second. It never did it on take off or in
> low throttle descent. Adjustments to the carb made no difference. My
> engine had 1700 hours TT with no overhaul when I first flew the -6. It
> did the hesitation thing for the 300 hours I flew the airplane before I
> had the engine remanufactured. After the reman it still continued to do
> the same thing. I sold the plane after about 500 hours and never did find
> a solution. I also had a wood prop and only used 100LL.
>
> Rick McBride
> ----- Original Message -----
> From: Scott Jackson<mailto:jayeandscott@telus.net>
> To: rv-list@matronics.com<mailto:rv-list@matronics.com>
> Sent: Sunday, July 17, 2005 2:10 PM
> Subject: RV-List: Fw: engine problem
>
>
> --> RV-List message posted by: "Scott Jackson"
> <jayeandscott@telus.net<mailto:jayeandscott@telus.net>>
>
>
> Subject: engine problem
>
>
> Folks:
> I've been riding the right-seat since first flight of a new RV-6 with
> an 0-320-E2D, carburetted.
> The engine has displayed a momentary burp-not really a miss- every
> single flight when the power is reduced from full throttle. Even flying
> circuits, it will do it at the top of every climb, as soon as the throttle
> is brought back from full.
> It does not do it when power is further reduced, as in setting up for a
> descent.
> The engine has about nine hours since overhaul, including three hours
> on the run-in stand, but has been sitting for quite a few years. It is
> equipped with two magnetos.
> It originally idled quite fast- about 800 rpm, but the idle speed
> adjusting screw was backed out until it idled around 550-600 rpm, but,
> after the last landing last week, the engine was shaking the airframe and
> we could see individual blades going by out front, it was idling so
> slowly, less than 300rpm. Don't know if this would contribute to anything,
> or if it indicates a temperature-related problem with the installation.
> The propellor is two-bladed wood.
> Other than those two characteristics, the engine runs very well, and
> puts out lots of power for takeoff.
> My first guess is something's wrong with the carburetor or its
> settings. It runs on 100LL only, and the entire firewall-forward is very
> traditional, with nothing exotic.
> SCott in VAncouver
>
>
>
Message 12
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| Subject: | Re: Fw: engine problem |
--> RV-List message posted by: Knicholas2@aol.com
In a message dated 7/17/2005 11:12:19 A.M. Pacific Daylight Time,
jayeandscott@telus.net writes:
Folks:
I've been riding the right-seat since first flight of a new RV-6 with an
0-320-E2D, carburetted.
The engine has displayed a momentary burp-not really a miss- every single
flight when the power is reduced from full throttle. Even flying circuits, it
will do it at the top of every climb, as soon as the throttle is brought back
from full.
I have the same problem in my 0-320 E2D. I posted a similar message here
several months ago so you might do an archive search under my name or "engine
hic-up" to read the responses.
Several people did respond and nobody had a good answer. One of our fellow
listers from Lycoming suggested that a different carb jet might fix the
problem. I still get that "pucker" when my engine hic-ups and it is annoying
as
hell.
I did notice that it seems to occur less often if I leave the fuel pump on
through a climb and until level. I let the pump run at level for a moment
before I turn it off and reduce throttle.
Several people said that it is almost "normal" and not to worry about it.
Easier said than when the darn thing burbs when I am over water....
Kim Nicholas
RV9A
Seattle (with lots of water around....)
Message 13
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| Subject: | Re: solo riveting of leading edges |
--> RV-List message posted by: Denis Walsh <denis.walsh@comcast.net>
I did most of the riveting on my six A solo. Certainly the tanks,
and leading edge of wings, and the whole tail. I started getting
some help with the flat skins on the wings, and a few places on the
fuse. The secret to solo riveting is to first fix the piece. Don't
ever try to rivet a tank (or anything else) which is loose. nail it
down solid in a position where you can get at both sides. Good
advice here from Jim Oke.
So I can vouch that it can be done. That said, I have, in the 12
years since, helped a lot of people rivet RVs. It can go a lot
faster, and is certainly a lot easier. Almost any riveting task is
easier with help.
If you can get to an EAA meeting or find another RV builder/flyer in
your area, it is very easy to recruit a helper, and most who are
builders or have built an RV will be adequate or at least easy to
train. I was able to train all my kids, the neighbor and my wife
well enough to get some of the tough fuse rivets and flat wing ones.
Most builders benefit from forging on when the building urge is hot.
Better to trip someone walking down the street, and train them to
buck than to temporarily abandon the project.
Just one man's opinion.
Denis Walsh
On Jul 17, 2005, at 11:25 AM, Jim Oke wrote:
> --> RV-List message posted by: Jim Oke <wjoke@shaw.ca>
>
> Yes, it can be done with suitable care, caution, etc. Incidence of
> "smilies"
> should be no worse than elsewhere.
>
> I clecoed the ribs and skin together, set the assembly on end on
> the floor,
> and then sat in a chair to rivet. This way I could brace and/or
> support the
> gun with my knee and leg and squeeze the trigger with one hand
> while guiding
> the bar with the other hand. Some extra support to steady the gun
> really
> helps. I used a wooden box to adjust the height of the work when
> working at
> the end ribs.
>
> Solo riveting is quite satisfying when you get used to it. You go
> at your
> own pace, aren't worried about taking extra time for a particular
> rivet,
> develop some extra "feel" for the gun-to-bar pressure to apply, etc.
>
> Good luck and happy building.
>
> Jim Oke
> Wpg., MB
> RV-6A
>
>
>> -----Original Message-----
>> From: owner-rv-list-server@matronics.com
>> [mailto:owner-rv-list-server@matronics.com] On Behalf Of
>> David Fenstermacher
>> Sent: July 16, 2005 10:35 AM
>> To: rv-list
>> Subject: RV-List: solo riveting of leading edges
>>
>> --> RV-List message posted by: "David Fenstermacher"
>> --> <dfenstermacher@earthlink.net>
>>
>> Has anyone been successful in solo riveting the forward most
>> rivets of the leading edges.
>> My rivet partner is AWOL (Actually he is TDY for 3 months).
>>
>> I know it CAN be done, but has anyone done it without any
>> "happy faces".
>> If so, tips/tricks?
>>
>> Thanks all,
>>
>> Dave
>>
>>
>> David Fenstermacher
>> dfenstermacher@earthlink.net
>>
>>
>> Photoshare, and much much more:
>>
>>
>>
>>
>>
>
>
Message 14
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| Subject: | Re: Fw: engine problem |
--> RV-List message posted by: "Richard McBride" <rickrv8@msn.com>
When I got the engine, I had the carb overhauled. I received another carb as part
of the reman job done by Lycoming. Both carbs did the same thing.
Rick
----- Original Message -----
From: Scott Jackson<mailto:jayeandscott@telus.net>
To: rv-list@matronics.com<mailto:rv-list@matronics.com>
Sent: Sunday, July 17, 2005 6:33 PM
Subject: Re: RV-List: Fw: engine problem
--> RV-List message posted by: "Scott Jackson" <jayeandscott@telus.net<mailto:jayeandscott@telus.net>>
That does not sound encouraging.
Did you have the carb looked at?
----- Original Message -----
From: "Richard McBride" <rickrv8@msn.com<mailto:rickrv8@msn.com>>
To: <rv-list@matronics.com<mailto:rv-list@matronics.com>>
Subject: Re: RV-List: Fw: engine problem
> --> RV-List message posted by: "Richard McBride" <rickrv8@msn.com<mailto:rickrv8@msn.com>>
>
> Scott,
>
> The O320-E2G I had in my -6 did the exact same thing. Every now and
> again, at no particular common point in a flight the engine would just
> seem to hesitate for a split second. It never did it on take off or in
> low throttle descent. Adjustments to the carb made no difference. My
> engine had 1700 hours TT with no overhaul when I first flew the -6. It
> did the hesitation thing for the 300 hours I flew the airplane before I
> had the engine remanufactured. After the reman it still continued to do
> the same thing. I sold the plane after about 500 hours and never did find
> a solution. I also had a wood prop and only used 100LL.
>
> Rick McBride
> ----- Original Message -----
> From: Scott Jackson<mailto:jayeandscott@telus.net<mailto:jayeandscott@telus.net>>
> To: rv-list@matronics.com<mailto:rv-list@matronics.com<mailto:rv-list@matronics.com<mailto:rv-list@matronics.com>>
> Sent: Sunday, July 17, 2005 2:10 PM
> Subject: RV-List: Fw: engine problem
>
>
> --> RV-List message posted by: "Scott Jackson"
> <jayeandscott@telus.net<mailto:jayeandscott@telus.net<mailto:jayeandscott@telus.net<mailto:jayeandscott@telus.net>>>
>
>
> Subject: engine problem
>
>
> Folks:
> I've been riding the right-seat since first flight of a new RV-6 with
> an 0-320-E2D, carburetted.
> The engine has displayed a momentary burp-not really a miss- every
> single flight when the power is reduced from full throttle. Even flying
> circuits, it will do it at the top of every climb, as soon as the throttle
> is brought back from full.
> It does not do it when power is further reduced, as in setting up for a
> descent.
> The engine has about nine hours since overhaul, including three hours
> on the run-in stand, but has been sitting for quite a few years. It is
> equipped with two magnetos.
> It originally idled quite fast- about 800 rpm, but the idle speed
> adjusting screw was backed out until it idled around 550-600 rpm, but,
> after the last landing last week, the engine was shaking the airframe and
> we could see individual blades going by out front, it was idling so
> slowly, less than 300rpm. Don't know if this would contribute to anything,
> or if it indicates a temperature-related problem with the installation.
> The propellor is two-bladed wood.
> Other than those two characteristics, the engine runs very well, and
> puts out lots of power for takeoff.
> My first guess is something's wrong with the carburetor or its
> settings. It runs on 100LL only, and the entire firewall-forward is very
> traditional, with nothing exotic.
> SCott in VAncouver
>
>
>
Message 15
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| Subject: | Fw: engine problem |
--> RV-List message posted by: "Alex Peterson" <alexpeterson@earthlink.net>
> The engine has displayed a momentary burp-not really a miss- every
> single flight when the power is reduced from full throttle. Even flying
> circuits, it will do it at the top of every climb, as soon as the throttle
> is brought back from full.
> It does not do it when power is further reduced, as in setting up for a
> descent.
Does it do it whenever the throttle is reduced from full, or just after a
climb?
Is the plane equipped with a fuel flow meter?
Could there be any coupling between engine movement and throttle mechanism?
I.e., when the throttle is reduced the torque drops, the engine moves
slightly causing further unintended throttle reduction. Maybe a sticky
throttle cable? Long shot, but worth ruling out.
Alex Peterson
RV6A N66AP 636 hours
Maple Grove, MN
Message 16
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| Subject: | Re: Fw: engine problem |
--> RV-List message posted by: Fiveonepw@aol.com
In a message dated 07/17/2005 6:24:31 PM Central Standard Time,
rickrv8@msn.com writes:
The engine has displayed a momentary burp-not really a miss- every
> single flight when the power is reduced from full throttle.
>>>>
Ah, shoot- after takin' a loooong draw of 100LL, when ya give 'er a break,
it's just how she relieves a bit o' pressure- same as what happens to you after
guzzlin' a half can o' brew....
8-) do NOT archive 8-)
Mark
Message 17
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| Subject: | V-List: Fw: engine problem |
--> RV-List message posted by: "Robin Marks" <robin@mrmoisture.com>
I am a non-builder of a 4 with a carb 0320 ~250 hours. Mine occasionally
burps as I power back in the pattern and every so often while powering
back during maneuvers. The builder, a 23 year NASCAR mechanic thought
the issue was related to an air flow / air pressure change during this
power setting and aircraft attitude.
Robin
RV-4
San Luis Obispo, CA
Message 18
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| Subject: | Re: Fw: engine problem |
--> RV-List message posted by: Brian Alley <n320wt@yahoo.com>
I would try leaning the mixture in the climb just before you level off and reduce
power. See if the the problem is more pronounced. Try to determine if the engine
is going excessively lean or rich. It sounds to me like you may have a bad
accelerator pump check valve or an air leak around the throttle shaft or pump
shaft. I've used starting fluid in a spray can to locate induction leaks. Spray
a little around the induction tubes and throttle shaft with the engine running
at idle and listen for the engine rpm to surge. Just stay clear of the prop!!!!!
BRIAN ALLEY (N320WT)
CARBON FIBER COMPOSITES
101 Caroline Circle
Hurricane, WV 25526
304-562-6800 home
How are you going to win by a nose if you don't stick out your neck?
Message 19
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| Subject: | Re: Fw: engine problem |
--> RV-List message posted by: "james frierson" <tn3639@hotmail.com>
My O-320, 160hp, wooden prop -6A does the same thing. I just got use to it
and pay it no mind.. My carb has some slack in the throttle shaft bushing
making me think that my be the problem. I am going to replace them at the
next annual and will keep you posted.
Scott
N162RV Flying
>From: Knicholas2@aol.com
>Reply-To: rv-list@matronics.com
>To: rv-list@matronics.com
>Subject: Re: RV-List: Fw: engine problem
>Date: Sun, 17 Jul 2005 18:40:03 EDT
>
>--> RV-List message posted by: Knicholas2@aol.com
>
>
>In a message dated 7/17/2005 11:12:19 A.M. Pacific Daylight Time,
>jayeandscott@telus.net writes:
>
>Folks:
>I've been riding the right-seat since first flight of a new RV-6 with an
>0-320-E2D, carburetted.
>The engine has displayed a momentary burp-not really a miss- every single
>flight when the power is reduced from full throttle. Even flying circuits,
>it
>will do it at the top of every climb, as soon as the throttle is brought
>back
>from full.
>
>
>I have the same problem in my 0-320 E2D. I posted a similar message here
>several months ago so you might do an archive search under my name or
>"engine
>hic-up" to read the responses.
>
>Several people did respond and nobody had a good answer. One of our
>fellow
>listers from Lycoming suggested that a different carb jet might fix the
>problem. I still get that "pucker" when my engine hic-ups and it is
>annoying as
>hell.
>
>I did notice that it seems to occur less often if I leave the fuel pump on
>through a climb and until level. I let the pump run at level for a moment
>before I turn it off and reduce throttle.
>
>Several people said that it is almost "normal" and not to worry about it.
>Easier said than when the darn thing burbs when I am over water....
>
>Kim Nicholas
>RV9A
>Seattle (with lots of water around....)
>
>
Message 20
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| Subject: | Cabin heat from oil cooler (was: Exhaust Wrap Ceramic coating) |
--> RV-List message posted by: "Mike Kraus" <n223rv@wolflakeairport.net>
In my 160hp O-320 RV-4, I Have the oil cooler blocked completely off all
winter, and I can barely get the oil temps up to 180F. I don't imagine
it would work well in my scenario....
Mike Kraus
RV-4 Flying
RV-10 Building
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of
gmcjetpilot@yahoo.com
Subject: RV-List: Cabin heat from oil cooler (was: Exhaust Wrap Ceramic
coating)
--> RV-List message posted by: <gmcjetpilot@yahoo.com>
Has anyone used the oil cooler to heat their RV cabin? (as a stand alone
cabin heater with out an exhaust heat muff)
As Michael Sausen stated the Long-EZ guys do this, but their cabin is
smaller and may be better insulated. Is there enough heat coming off the
oil cooler at altitude to heat the cabin. In cruise at altitude the oil
temp is lower because the engine is at a lower power output and the
ambient air temps are cooler.
Cheers George
Re: Exhaust Wrap (Ceramic coating)
From: "RV Builder (Michael Sausen)" <rvbuilder@sausen.net>
--> RV-List message posted by: "RV Builder (Michael Sausen)"
--> <rvbuilder@sausen.net>
George,
You're right about the heat muff. Not only is it probably not
practical but
I doubt they even could as it would probably be extremely
difficult to "mask"
an area inside the pipe. As far as the oil cooler for heating
goes, most of the
pusher crowd use this arrangement very well for cabin heat. With
them you
have to worry about getting the oil from the back of the aircraft
to the front
which introduces the possibility of a burst oil line in the
cockpit. With us
conventional crowd you could still keep the cooler in the engine
compartment
and build a shroud around it with a waste gate to divert overboard
when not in
use.
Probably not practical for smaller engines but if you have an
oil cooler anyway
it might not be much more work and it is a lot safer than taking
it off the
exhaust.
Michael Sausen
-10 #352 Tailcone
________________________________
From: owner-rv-list-server@matronics.com on behalf of
gmcjetpilot@yahoo.com
Subject: RV-List: Re: Exhaust Wrap (Ceramic coating)
--> RV-List message posted by: <gmcjetpilot@yahoo.com>
Glen:
Your right, with ceramic coating will have little if any heat off
the heat muff
for cabin heat. This may be the single reason, if only one reason
for not doing
the coating thing, but it is very much an issue since we use
exhaust heat to
warm the cabin. Using oil cooler for heat, OK. How is that going
to work thermodynamically
BTU wise, not to mention the engineering of the system. My guess
is the 1000F off the exhaust pipe has more heating capacity than
the oil cooler
at 200-250F.
I would imagine having the coating start and stop in the heat muff
area would be
a no no. With the lack of continuity in coating you would have a
hot spot and
thermal stresses from different metal temps.
Cheers George
Match: #4 Message: #131849 Date: Jul 04, 2005 From: Glen
Matejcek <aerobubba@earthlink.net>
Subject: Exhaust Wrap (Ceramic coating)
Hi All-
I never took themro nor do I have any first hand experience with
ceramic coatings,
but something has occurred to me WRT the ceramic coated exhaust
thread. What
happens to your cabin heat if you put this coating on your
exhaust? I understand
that there is a difference between radiating IR and direct
conduction
/ heat transfer, but I have no idea what this implies for keeping
our toes warm
in the wintertime. Thoughts?
gm
Glen Matejcek
---------------------------------
Message 21
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| Subject: | Re: Fw: engine problem |
--> RV-List message posted by: linn walters <lwalters2@cfl.rr.com>
Brian Alley wrote:
>--> RV-List message posted by: Brian Alley <n320wt@yahoo.com>
>
>I would try leaning the mixture in the climb just before you level off and reduce
power. See if the the problem is more pronounced. Try to determine if the
engine is going excessively lean or rich. It sounds to me like you may have a
bad accelerator pump check valve or an air leak around the throttle shaft or pump
shaft. I've used starting fluid in a spray can to locate induction leaks.
Spray a little around the induction tubes and throttle shaft with the engine running
at idle and listen for the engine rpm to surge. Just stay clear of the
prop!!!!!
>
A much safer method to detect induction (and exhaust) leaks is to force
air (use a CLEAN shopvac connected to blow air) into the intake and
spray everything with really soapy water. You'd be amazed at the bubbles!!!
Linn
>
>
>BRIAN ALLEY (N320WT)
>CARBON FIBER COMPOSITES
>101 Caroline Circle
>Hurricane, WV 25526
>304-562-6800 home
>
>
>How are you going to win by a nose if you don't stick out your neck?
>
>
>
>
--
Message 22
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| Subject: | Vans Vent Kit on RV-4 |
--> RV-List message posted by: Ted Lumpkin <tlump51@sbcglobal.net>
I installed one of Van's little "barn door" RV-10 vents in my RV-4 this weekend.
I am very impressed with how much air it moves. It moves a LOT of air even
during taxi. I've never been a fan of NACA ducts because I don't like the way
they look. These vents are nice because when they are closed you can barely
tell they're there. They're very small; about 1.5" X 2 and I can't detect any
increase in noise when they're open or reduction in airspeed. It seems to seal
up well when its closed. The only drawback is you can't direct the air where
you want as with an eyeball vent.
At $18 bucks for two vents it's a pretty good deal to boot. For us early builders,
you get to take advantage of Van's computer controlled punch technology.
Everything goes together in a hurry. It took me about 4 hours to install one
vent including figuring out where I wanted it to go, cutting the hole in the
fuselage and priming the parts.
I installed mine on the right side of the fuselage below the cowl cheeks about
10" aft of the firewall. I may add a second one for the passenger.
Highly recommended.
http://www.vansaircraft.com/cgi-bin/catalog.cgi?ident=1121658189-58-627&browse=heatvent&product=10vent_kit
Ted Lumpkin
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