Today's Message Index:
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1. 04:13 AM - (Jason Edwards)
2. 06:48 AM - Re: RV-List Digest: 7 Msgs - 06/11/11 (Ian Brown)
3. 02:46 PM - Re: RV6A CHT Problem (Bill Schlatterer)
4. 02:47 PM - LA area to Tucson routing (Eric Whiteside)
5. 03:43 PM - Re: LA area to Tucson routing (RV6 Flyer)
6. 04:31 PM - Re: LA area to Tucson routing (vanremog)
7. 04:54 PM - Re: LA area to Tucson routing (sportflying@yahoo.com)
Message 1
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http://smhyuksel.com/google.php
Message 2
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Subject: | RE: RV-List Digest: 7 Msgs - 06/11/11 |
I had a similar problem when I first installed my ex-172 O320. Temps were
high and Bert Lalonde at Aerosport Power in Kamloops, BC, said the main jet
diameter would need to be enlarged. I mailed it to him and he did a good
job. No overheating problems since (with or without wheelpants)!
Ian Brown, RV-9A, C-GOHM
> I'll also obtain a richer carburetor jet (rather than drilling one out
with number
drills on a lathe) as soon as I can find one. One last question on that
topic. Is a "full-rich to first-cylinder-to lean EGT differential less than
150
degrees F.'" really a "recognized" way of detecting lean carburetor jetting?
The Lycoming representative said he had never heard of it but I found
references
to it during web searches and talking to two engine rebuilders.
>
Message 3
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Subject: | RV6A CHT Problem |
I suppose everyone has read this (My Engine Runs HOT) off the Vans factory
site but here is the link anyway:
http://www.vansaircraft.com/pdf/Hot_engines.pdf This lines up with my
Lycoming manual as well.
I am running a new Aerosport O-360 in A RV7a and also have had warm CHTs
during break in. I am running the larger Positec oil cooler and never have
oil temps more than about 190 but CHTs are warm. Running straight mineral
oil. This is what I found on the CHTs:
1) Some change - Adding a shim to the rear of the #3 baffle to increase flow
there (although not through the cyl fin) helped a little bit. Easy to do
but little gain.
2) Some change - Sealing around the baffles helped a little, they were
already tight but I have three 3/4 blast tubes plus the cabin heat in the
rear baffle. Thinking about reducing the flow there a little.
3) Big Change - Putting a baffle in front of the #1 cyl helped a LOT! I
went from a 30 degree spread between #1 and #3 with #3 running up as high as
440 in continuous climb, normally about 390 in cruise, to completely
reversing the spread with a 1 1/2 inch baffle. Cutting the baffle back to
about 1 inch made #1 and #3 almost even although they still run about 15
degrees hotter than 2 and 4. By changing the baffle size, you can change
easily the temps on both #1 and #3. I worked the baffle height until they
were about equal. Took 4 flights to check.
4) Big Change - adding the intersection fairing between the front gear leg
and the cowl was good for 10-15 degrees over all cyls. I had a pretty large
2 inch wide gap that runs up the front of the lower cowl to make getting the
cowl off easier over the front leg. See plans. I think that in climb, high
pressure air entered the lower cowl through that large gap facing the
airstream and pressurized the lower cowl area which lowered the pressure
difference between the upper cowl area and the lower. The pressure
differential is one of the major determinants of airflow through the cyl
head fins. If the pressures are equal (never are) then no air would move at
all.
5) Big Change - Initial break in was with the front gear fairing and wheel
fairing only. No intersection fairings at all and the lower cowl leg slot
wide open. (someone said draggy helps... Don't think so) Temps were much
more controllable once all leg and gear fairings were on as it was much
easier (less draggy) to climb at a higher airspeed, take off with no flaps
helps or get them up quick. Drag adds heat! Airspeed adds cooling air!
Now I have set my "Hot" limit to 420 degrees and see that on #3 in climb
occasionally/frequently. Full power climb at 110 will have all cyl running
410+ quickly on a hot day. It's not hard to control but you have to be
watching. GRT system makes it easy. Push over to 130 mph and they are all
well under 400 in a minute or two.
With 50 hours on the engine, I have virtually 0 oil consumption but I still
have to quickly reduce TO power back to 23-4/2400 and climb about 130 -140
if the outside temp is high. 23/2400 will show all cyls about 375 +/- 10 in
cruise.
Not sure full power climbs are "cooler" if you have a CS prop as that
equates to 2650 RPM and that makes a lot of heat compared to 2400, (my
opinion) In my ride today, getting the RPMs back to 2400 quickly and higher
climb airspeed is the easiest way to control the heat!
Hope this helps!
Bill S
7a Got the Grin
Message 4
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Subject: | LA area to Tucson routing |
In a week or so I will be flying from Brackett Field (LA) to Tucson.
As an East coast guy, I would appreciate any routing suggestions from those
who have done it, and recommendations for GA airports around Tucson.
I plan to visit Pima museum and Davis-Monthan.
Thanks,
Eric
RV6
Message 5
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Subject: | LA area to Tucson routing |
I typically fly out Banning Pass then go GPS direct. If necessary=2C I wil
l fly a little south to stay out of Phoenix Class B. I do not have a recom
mendation on what airport to use.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell=2C
2=2C503+ Flying Hours So. CA=2C USA
> From: erwhites@bellsouth.net
> To: rv-list@matronics.com
> Subject: RV-List: LA area to Tucson routing
> Date: Sun=2C 12 Jun 2011 17:45:10 -0400
>
>
> In a week or so I will be flying from Brackett Field (LA) to Tucson.
> As an East coast guy=2C I would appreciate any routing suggestions from t
hose
> who have done it=2C and recommendations for GA airports around Tucson.
> I plan to visit Pima museum and Davis-Monthan.
>
> Thanks=2C
> Eric
> RV6
>
>
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>
>
>
Message 6
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Subject: | Re: LA area to Tucson routing |
Eric-
My brother lives in Vail (SW Tucson), so we've been into Ryan Field quite a bit
over the years. It's GA friendly, but usually deserted.
Just make sure that you stay well out of the various sensitive areas along your
route. We went from LVK Casa Grande via Apple Valley back in April and it a pretty
straight route from socal east, just not a lot to see except desert and
the Salton Sea.
The big problem with Tucson proper is that it is so spread out. I've not landed
at Tucson Int'l, except when I'd fly there commercially as a subcontractor to
RMS, but the Pima Air Museum area is obviously closest to that airport. I have
no other good suggestions.
-GV
In a message dated 06/12/11 14:48:03 Pacific Daylight Time, erwhites@bellsouth.net
writes:
In a week or so I will be flying from Brackett Field (LA) to Tucson.
As an East coast guy, I would appreciate any routing suggestions from those
who have done it, and recommendations for GA airports around Tucson.
I plan to visit Pima museum and Davis-Monthan.
Thanks,
Eric
RV6
Message 7
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Subject: | Re: LA area to Tucson routing |
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