Today's Message Index:
----------------------
1. 09:03 AM - van's oil temp. gauge (thomas sargent)
2. 09:41 AM - Re: van's oil temp. gauge (thomas sargent)
3. 09:44 AM - Re: van's oil temp. gauge (Michael Kraus)
4. 11:48 AM - Re: van's oil temp. gauge (n801bh@netzero.com)
5. 03:55 PM - Wooden Gearleg stiffener installation (Ralph E. Capen)
6. 08:08 PM - RV-7A project for sale or trade for RV-12 kit (Brian Meyette)
Message 1
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| Subject: | van's oil temp. gauge |
I have a VM1000 engine monitor in my 6A. It's good, but it provides a
single point failure for all of my engine instruments. So, I also added a
Van's oil temp., oil pressure and voltage steam gauges. The VM1000 temp.
probe is mounted in the IO-360 in the usual place and the probe for the
Van's gauge is mounted in one of the unused oil pan drain plugs - it's had a
1/8 npt hole drilled and tapped through it for the probe.
A man with 2 watches never knows what time it is and a man with 2 oil temp.
gauges doesn't know his oil temperature.
The Van's gauge has always read higher. Yesterday (the plane's 3rd flight)
the VM1000 showed 201 deg. oil T. and the Van's gauge showed 240 - just shy
of red-line. The cyl. head temps were 380 and exhaust gas was in the 1200's
so I think the engine was OK. I think the Van's gauge is just wrong, but I
throttled back anyway and returned to the airport. The VM1000 temp went
down to about 193 and the Van's gauge went down to about 220 - a
disproportionate change. Tonight I'll go to the hangar and try to calibrate
the 2 gauges with a cup of hot water.
So, here are my questions: Am I correct that the normal Lycoming oil temp
probe location measures the oil temp. just before the oil goes into the oil
cooler?
If I had 2 accurate temp. gauges, shouldn't I expect the oil in the oil pan
to show a temperature that is lower than the temp just before the oil goes
into the cooler?
--
Tom Sargent
Message 2
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| Subject: | Re: van's oil temp. gauge |
Well, I have to respond to my own post - I just learned something about
Lycomings I didn't know. The normal Lyc. temp probe location measures oil
temp just AFTER it comes out of the oil cooler. The sump temperature is the
hottest oil temp. It can be expected to be 20 or 30 deg. hotter than the
normal probe location. So, I'm thinking the Van's gauge is probably not
very accurate, but was reading much closer to correct than I thought.
On Tue, Aug 10, 2010 at 9:00 AM, thomas sargent <sarg314@gmail.com> wrote:
> I have a VM1000 engine monitor in my 6A. It's good, but it provides a
> single point failure for all of my engine instruments. So, I also added a
> Van's oil temp., oil pressure and voltage steam gauges. The VM1000 temp.
> probe is mounted in the IO-360 in the usual place and the probe for the
> Van's gauge is mounted in one of the unused oil pan drain plugs - it's had a
> 1/8 npt hole drilled and tapped through it for the probe.
>
> A man with 2 watches never knows what time it is and a man with 2 oil temp.
> gauges doesn't know his oil temperature.
>
> The Van's gauge has always read higher. Yesterday (the plane's 3rd flight)
> the VM1000 showed 201 deg. oil T. and the Van's gauge showed 240 - just shy
> of red-line. The cyl. head temps were 380 and exhaust gas was in the 1200's
> so I think the engine was OK. I think the Van's gauge is just wrong, but I
> throttled back anyway and returned to the airport. The VM1000 temp went
> down to about 193 and the Van's gauge went down to about 220 - a
> disproportionate change. Tonight I'll go to the hangar and try to calibrate
> the 2 gauges with a cup of hot water.
>
> So, here are my questions: Am I correct that the normal Lycoming oil temp
> probe location measures the oil temp. just before the oil goes into the oil
> cooler?
>
> If I had 2 accurate temp. gauges, shouldn't I expect the oil in the oil pan
> to show a temperature that is lower than the temp just before the oil goes
> into the cooler?
> --
> Tom Sargent
>
> *
>
> *
>
>
--
Tom Sargent
Message 3
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| Subject: | Re: van's oil temp. gauge |
May want to cross post on the Lycoming list....
Do not archive
Sent from my iPhone
On Aug 10, 2010, at 12:00 PM, thomas sargent <sarg314@gmail.com> wrote:
> I have a VM1000 engine monitor in my 6A. It's good, but it provides a sin
gle point failure for all of my engine instruments. So, I also added a Van'
s oil temp., oil pressure and voltage steam gauges. The VM1000 temp. probe i
s mounted in the IO-360 in the usual place and the probe for the Van's gauge
is mounted in one of the unused oil pan drain plugs - it's had a 1/8 npt ho
le drilled and tapped through it for the probe.
>
> A man with 2 watches never knows what time it is and a man with 2 oil temp
. gauges doesn't know his oil temperature.
>
> The Van's gauge has always read higher. Yesterday (the plane's 3rd flight
) the VM1000 showed 201 deg. oil T. and the Van's gauge showed 240 - just sh
y of red-line. The cyl. head temps were 380 and exhaust gas was in the 1200
's so I think the engine was OK. I think the Van's gauge is just wrong, bu
t I throttled back anyway and returned to the airport. The VM1000 temp went
down to about 193 and the Van's gauge went down to about 220 - a disproport
ionate change. Tonight I'll go to the hangar and try to calibrate the 2 gau
ges with a cup of hot water.
>
> So, here are my questions: Am I correct that the normal Lycoming oil temp
probe location measures the oil temp. just before the oil goes into the oil
cooler?
>
> If I had 2 accurate temp. gauges, shouldn't I expect the oil in the oil pa
n to show a temperature that is lower than the temp just before the oil goes
into the cooler?
> --
> Tom Sargent
>
>
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Message 4
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| Subject: | Re: van's oil temp. gauge |
I have argued this point for years. As a racer and engine builder I wan
t to know the 'actual' temp of the oil. That true temp is how hot the oi
l is in real time as it flows into the sump, not the temp of the oil com
ing back from the cooler. You can have a very efficient oil cooler that
sheds alot of heat and monitoring cooled oil temps will mask issues. Say
, for instance the real temp as it is in the oil sump is 260 and the coo
ler removes 80 degrees, the motor is exposed to the higher number. That
260 degrees will be reducing the life of the seals, bearings ,etc. By d
isplaying after cooler temps you are just seeing a feel good number..
YMMV
do not archive
Ben Haas
N801BH
www.haaspowerair.com
---------- Original Message ----------
From: thomas sargent <sarg314@gmail.com>
Subject: Re: RV-List: van's oil temp. gauge
Well, I have to respond to my own post - I just learned something about
Lycomings I didn't know.=C2 The normal Lyc. temp probe location measure
s oil temp just AFTER it comes out of the oil cooler.=C2 The sump tempe
rature is the hottest oil temp.=C2 It can be expected to be 20 or 30 de
g. hotter than the normal probe location.=C2 So, I'm thinking the Van's
gauge is probably not very accurate, but was reading much closer to cor
rect than I thought.
On Tue, Aug 10, 2010 at 9:00 AM, thomas sargent <sarg314@gmail.com> wrot
e:
I have a VM1000 engine monitor in my 6A.=C2 It's good, but it provides
a single point failure for all of my engine instruments.=C2 So, I also
added a Van's oil temp., oil pressure and voltage steam gauges.=C2 The
VM1000 temp. probe is mounted in the IO-360 in the usual place and the p
robe for the Van's gauge is mounted in one of the unused oil pan drain p
lugs - it's had a 1/8 npt hole drilled and tapped through it for the pro
be.
A man with 2 watches never knows what time it is and a man with 2 oil te
mp. gauges doesn't know his oil temperature.=C2
The Van's gauge has always read higher.=C2 Yesterday (the plane's 3rd f
light) the VM1000 showed 201 deg. oil T. and the Van's gauge showed 240
- just shy of red-line.=C2 The cyl. head temps were 380 and exhaust gas
was in the 1200's so I think the engine was OK. =C2 I think the Van's
gauge is just wrong, but I throttled back anyway and returned to the air
port.=C2 The VM1000 temp went down to about 193 and the Van's gauge wen
t down to about 220 - a disproportionate change.=C2 Tonight I'll go to
the hangar and try to calibrate the 2 gauges with a cup of hot water.
So, here are my questions:=C2 Am I correct that the normal Lycoming oil
temp probe location measures the oil temp. just before the oil goes int
o the oil cooler?
If I had 2 accurate temp. gauges, shouldn't I expect the oil in the oil
pan to show a temperature that is lower than the temp just before the oi
l goes into the cooler?
--
Tom Sargent
t="_blank">http://www.matronics.com/Navigator?RV-Listtp://forums.matro
nics.com_blank">http://www.matronics.com/contribution
--
Tom Sargent
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Message 5
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| Subject: | Wooden Gearleg stiffener installation |
Listers,
I am getting ready to install the wooden gearleg stiffeners that I purchased from
Turtlewood Designs. They came to the specified length and I am rebonding them
as they came apart during shipping. During initial fitting, I found that
they are about two inches too long to fit my 6A. There is only room for about
25" worth.
My first question, should I cut the narrow end shorter, the wider end shorter,
or both ends half the difference? I am thinking trimming the narrower end will
make the assembly a gozillionth percent stiffer and cutting the wider end will
have the opposite effect...I'm inclined to cut the narrower end.
Second question, I have my brake lines installed RV7A style in that the fitting
comes through the floor forward of the gear and the line runs down the forward
side of the leg. Is there a difference in placing the wood on the aft side
vs. the forward side? I am thinking the aft side would be better as that would
place the stiffener in compression with weight on the wheels.
Do any of you that have installed these have the instructions in electronic format
to e-mail to me, I seem to have misplaced my originals during a recent hangar
move.
Thanks for your assistance,
Ralph Capen
RV6A N822AR @ N06 79.8 hrs nosegear is all faired up - just got the mainwheel pants
on.
Message 6
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| Subject: | RV-7A project for sale or trade for RV-12 kit |
I've decided to sell my RV-7A project. It's dragged on and on, and I've lost
interest in completing it. I have more interest in just flying my Challenger
II. The RV-7A is about 80% done.
Engine is Subaru WRX STi 2.5 L supercharged. All the bugs are worked out of
the original Eggenfellner product. Most Eggenfellner-supplied components
have been replaced; SDS ECU, custom radiators, new wiring harness,
supercharger gearing. Engine runs great, and all it needs is probably some
more fine-tuning of the SDS ECU. John Moody in Australia has been flying his
awhile. Includes latest Gen3 rev 4 PSRU, installed. Includes MT7 electric
prop, installed.
Three EFIS systems installed - Blue Mountain "gold box" EFIS/One, GRT
Horizon, and Dynon D10. Blue Mountain AP installed. GRT EIS installed
Full Garmin stack trays and Sandia TSOd encoder installed
Tipup canopy completed but not final-installed.
Needs rear window installed, 1 panel each wing installed, top fuse panel
behind window and fwd of canopy installed (left out for wiring access). No
fiberglass work done.
Includes Advanced Flight Systems AoA, wig-wag HID lights, bulletproof
electrical system based on Bob Nuckolls' designs and Perihelion products,
low fuel warning, low coolant warning, fuel pressure warning, electric
flaps, electric trim, custom console, heater, Oregon Aero seats, Hooker
harness, Show Planes Flaps Positioning System, Infinity Aerospace grips,
cabin lighting, custom baggage compartment and other customizations (see my
custom page <http://www.meyette.us/custom.htm>
http://www.meyette.us/custom.htm ).
Includes finishing kit and all parts to finish it. All gear mounted and
brakes installed. Van's front gear leg SB installed. Panel complete, except
Garmin wiring.
Empennage is done & final-installed. Flaps & ailerons all done & fitted.
Wings not installed.
And much more - this is a list off the top of my head of some of the main
components.
Entire project very extensively documented at
<http://www.meyette.us/RV-7Ahome.htm> http://www.meyette.us/RV-7Ahome.htm No
effort or expense spared in doing everything RIGHT. Everyone who's looked at
it, including 3 EAA Tech Inspector visits, says all the workmanship is
excellent
Every part needed to finish and fly the plane is included; nothing left to
buy.
Only asking $45k for it - way less than cost and making the FWF essentially
FREE. Will also trade it for an RV-12 kit, in case someone has decided
they'd like a faster plane.
Will sell it without the FWF for $39K; hardly more than the cost of the kits
alone. Less than the cost of parts, not even counting the BMA EFIS or the
FWF.
Located at VSF, Springfield, VT
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