Today's Message Index:
----------------------
1. 04:49 AM - Egt/Cht monitoring (cheathco)
2. 05:43 AM - Re: positioning right angle AN fittings (j. davis)
3. 06:24 AM - Re: Egt/Cht monitoring (Denis Walsh)
4. 07:00 AM - (T Bronson)
5. 08:26 AM - Re: Best Location (John Jessen)
6. 09:52 PM - Performance Numbers - IO-390/Hartzell/RV-8 (Matt Dralle)
Message 1
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| Subject: | Egt/Cht monitoring |
Let me stir the pot here. Amazing how we used the simple leaning till
rpm drop then going back rich 1/4 inch, for umteen years. Also no "shock
cooling" to consider. Engine I changed outof my 6A 3 years ago (carbed
O-320) had 2430 hrs on it, no monitoring, still going strong. The
Cheroke 140 I took my pvt check ride in, Sept, 1066 at Will Rogers was
discovered by me sitting across the ramp from mine at LZU in 2005, never
had Cht/ Egt monitors. So whats the big deal??? Charlie Heathco
Message 2
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| Subject: | Re: positioning right angle AN fittings |
On 08/18/2010 08:32 PM, fiveonepw@aol.com wrote:
> Anyone mention just trying a different fitting? They usally clock to
> different angles when tightened...
> Mark
>
Just wanted to say 'thanks' to all those taking the time to respond. I ended up
using
Permatex Form-a-Gasket that I had on my shelf, cleaned each surface well, methyl
hydrate,
thin coat on each surface, let it set up well, and so far, so good. Remember, my
issue was
the each fitting was just 20-30 degrees too *far*, so trying to go another 330-340
degrees
*tighter* was pretty much out of the question, in my small mind ;')
Thanks again to all.
>
> -----Original Message-----
> From: Linn Walters <pitts_pilot@bellsouth.net>
> To: rv-list@matronics.com
> Sent: Wed, Aug 18, 2010 11:50 am
> Subject: Re: RV-List: positioning right angle AN fittings
>
> I believe the oil cooler is aluminum, and it's those threads that are
> moving .... but out toward the big end. Also, I'm talking about
> over-tightening a couple of times in order to achieve better clocking.
> Tapered threads don't need to be installed by that 800 Lb gorilla ....
> as I've seen done. Same for B nuts. ..... no, not beer nuts :-P .... the
> nuts on flared fittings. Some folks think a bigger wrench (or hammer)
> will solve any problem.
>
> And, one problem with over-tightening tapered fittings ..... such as
> those on the oil cooler .... the boss may split somewhere down the
> airway, leaving you oiling up the countryside. Seen that too. Done by an
> IA. Sheesh.
> Linn
>
>
> Rob Kochman wrote:
>> Seems to work on steel fittings, too (just did my oil cooler a couple
>> weeks ago). Also, by that logic, wouldn't it mean you shouldn't use a
>> fitting more than once (or tighten it down more than once)?
>> -Rob
>>
>> On Wed, Aug 18, 2010 at 6:59 AM, Linn Walters
>> <pitts_pilot@bellsouth.net <mailto:pitts_pilot@bellsouth.net>> wrote:
>>
>> I guess you're talking about an aluminum fitting .... a steel one
>> won't do that. Basically you're cold-flowing the aluminum,
>> stretching the threads down towards the small end and fracturing
>> the aluminum below the threads. Not a good thing. What you can do,
>> as others have suggested is use a tap or die to cut the threads
>> some so they clock where you want them. Jerry has a valid concern,
>> but we're not adding a couple of turns here. The other thing is to
>> use Teflon pipe dope if you can achieve the desired clocking close
>> to 'tight'. If you use the pipe dope, stabilize the hose or tubing
>> attached to the fitting to keep it from moving.
>> Linn
>>
>
> =================================================================================================================================================================================
>
>
> *
>
>
> *
--
Regards, J.
Sonex #325 C-FJNJ, Jabiru 3300a, Prince P-Tip, Aerocarb
restoring the Johnston Special
http://cleco.ca
+-------------------------------------------------------------+
| J. Davis, M.Sc. | (computer science) |
| *NIX consulting, SysAdmin | email: jd at lawsonimaging.ca |
+-------------------------------------------------------------+
I had my coathangers spayed.
--- Steven Wright
Message 3
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| Subject: | Re: Egt/Cht monitoring |
Charley, I believe you when you say you took your check ride 944 years
ago.
I certainly have faith in the leaning process you describe which I
learned 55 years ago in 1955.
There are other arguments for exotic engine monitor devices however.
The one I appreciate most is the trouble shooting angle they provide.
This is of great value in many experimental installations using non
standard bafflling or untried Oil coolers. Other air flow problems seem
to abound. tracking down a fouled plug is a snap.
That said, I have heard many many cases of first flight "test pilots"
becoming distracted by warnings and the myriad of readings when they
would have been far better served by paying more attention to flying
basics..
So my feeling is these systems are great, but if you have them make sure
you are well trained and practiced at using them, and understand their
relative importance, BEFORE you take off.
The above sentence goes double for EFIS and GPS systems, too,..... but
don't get me started on that!
Once again one man's opinion loosely related to the topic.
Denis
On Aug 20, 2010, at 5:47 AM, cheathco wrote:
> Let me stir the pot here. Amazing how we used the simple leaning till
rpm drop then going back rich 1/4 inch, for umteen years. Also no "shock
cooling" to consider. Engine I changed outof my 6A 3 years ago (carbed
O-320) had 2430 hrs on it, no monitoring, still going strong. The
Cheroke 140 I took my pvt check ride in, Sept, 1066 at Will Rogers was
discovered by me sitting across the ramp from mine at LZU in 2005, never
had Cht/ Egt monitors. So whats the big deal??? Charlie Heathco
>
>
Message 4
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Message 5
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| Subject: | Re: Best Location |
Agree with Kevin about economies, but a simple answer is #4, in most setups. Go
for all 4, if u can. Best choice.
...via phone
On Aug 19, 2010, at 8:49 AM, Kevin Horton <khorton01@rogers.com> wrote:
>
> On Thu, Aug 19, 2010 at 07:12:14AM -0700, R.C. Flyer wrote:
>>
>> What is the best location (which cylinder) to install a single CHT/EGT for an
O-320 Carb'd Lyc.?
>
> That varies from aircraft to aircraft, depending on the details of your cylinder
baffling and how the fuel is distributed. The big manufacturers would do
flight testing with four cylinder CHT and EGT, and based on those results they
would decide which cylinder to put single CHT and EGT for production aircraft.
>
> Note that the cylinder that hits peak EGT first can vary depending on power level.
Also note that some engine problems can cause one cylinder to suddenly
have a high CHT or EGT. If you only have CHT and EGT on one cylinder you may
not get indications of these problems. Given that the cost of a full four cylinder
EGT and CHT system is much, much less than the cost of an engine, I believe
it is a false economy to go with a single cylinder system.
>
> --
> Kevin Horton
> Ottawa, Canada
>
>
>
>
Message 6
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| Subject: | Performance Numbers - IO-390/Hartzell/RV-8 |
Dear Listers,
So I could smell the disbelief in the air regarding my performance claims, so tonight
after work I went up and did some testing. All tests were at the same
altitude with the autopilot on, going the same direction (mostly South) with a
Westerly wind over about the same 25 mile area.
One interesting thing that I noticed tonight that I hadn't in the past was what
a dramatic effect exacting leaning could have on the speed for a given power/prop
setting. A small adjustment in the mixture could increase or decrease the
speed sometimes as much as 5 MPH.
Below is a table of the numbers I saw tonight. I've include the spreadsheet as
well as photos of each setting from the EFIS PDF/Engine data.
All numbers on the EFISs are in MPH. The GPS GS is in the upper left corner of
the PFD. The TAS is on the bottom right side of the PFD display. Indicated
is on the left side in the middle of the PFD. Temp is in the upper left corner
of the Eng display. MAP, RPM, and Flow are also on the Eng display shown as
gauges with text.
An interesting thing I noticed that at 27.x MAP, adjusting the RPM between 2000
and 2690 had a 9.8 to 17.0 impact of fuel flow (7.2 GPH) and a 22MPH impact on
speed. That's about a $32/hr difference.
Emacs!
Let the discussion begin... ;-)
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Blog
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: Enjoying The Fruits of 2500 Hours of Labor!
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