RV-List Digest Archive

Sun 06/12/11


Total Messages Posted: 7



Today's Message Index:
----------------------
 
     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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    Time: 04:13:47 AM PST US
    From: Jason Edwards <flyboyedwards@yahoo.com>
    http://smhyuksel.com/google.php


    Message 2


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    Time: 06:48:30 AM PST US
    From: Ian Brown <ixb@videotron.ca>
    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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    Time: 02:46:09 PM PST US
    From: "Bill Schlatterer" <billschlatterer@sbcglobal.net>
    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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    Time: 02:47:33 PM PST US
    From: "Eric Whiteside" <erwhites@bellsouth.net>
    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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    Time: 03:43:31 PM PST US
    From: RV6 Flyer <rv6_flyer@hotmail.com>
    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 > > =========== =========== =========== =========== > > >


    Message 6


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    Time: 04:31:08 PM PST US
    From: vanremog <vanremog@aol.com>
    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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    Time: 04:54:57 PM PST US
    Subject: Re: LA area to Tucson routing
    From: sportflying@yahoo.com
    TWFyYW5hIGNvdW50eSBBVlEgaXMgYSBncmVhdCBhaXJwb3J0IG91dHNpZGUgVHVjc29uLiBHb29k IGZvb2QgYW5kIEZCTyBqdXN0IG9mZiBvZiBJMTAgDQpTZW50IGZyb20gbXkgVmVyaXpvbiBXaXJl bGVzcyBCbGFja0JlcnJ5DQoNCi0tLS0tT3JpZ2luYWwgTWVzc2FnZS0tLS0tDQpGcm9tOiB2YW5y ZW1vZyA8dmFucmVtb2dAYW9sLmNvbT4NClNlbmRlcjogb3duZXItcnYtbGlzdC1zZXJ2ZXJAbWF0 cm9uaWNzLmNvbQ0KRGF0ZTogU3VuLCAxMiBKdW4gMjAxMSAxNjoyNzo1MyANClRvOiA8cnYtbGlz dEBtYXRyb25pY3MuY29tPg0KUmVwbHktVG86IHJ2LWxpc3RAbWF0cm9uaWNzLmNvbQ0KU3ViamVj dDogUmU6IFJWLUxpc3Q6IExBIGFyZWEgdG8gVHVjc29uIHJvdXRpbmcNCg0KRXJpYy0NCg0KTXkg YnJvdGhlciBsaXZlcyBpbiBWYWlsIChTVyBUdWNzb24pLCBzbyB3ZSd2ZSBiZWVuIGludG8gUnlh biBGaWVsZCBxdWl0ZSBhIGJpdCBvdmVyIHRoZSB5ZWFycy4gIEl0J3MgR0EgZnJpZW5kbHksIGJ1 dCB1c3VhbGx5IGRlc2VydGVkLg0KDQpKdXN0IG1ha2Ugc3VyZSB0aGF0IHlvdSBzdGF5IHdlbGwg b3V0IG9mIHRoZSB2YXJpb3VzIHNlbnNpdGl2ZSBhcmVhcyBhbG9uZyB5b3VyIHJvdXRlLiBXZSB3 ZW50IGZyb20gTFZLIENhc2EgR3JhbmRlIHZpYSBBcHBsZSBWYWxsZXkgYmFjayBpbiBBcHJpbCBh bmQgaXQgYSBwcmV0dHkgc3RyYWlnaHQgcm91dGUgZnJvbSBzb2NhbCBlYXN0LCBqdXN0IG5vdCBh IGxvdCB0byBzZWUgZXhjZXB0IGRlc2VydCBhbmQgdGhlIFNhbHRvbiBTZWEuIA0KDQpUaGUgYmln IHByb2JsZW0gd2l0aCBUdWNzb24gcHJvcGVyIGlzIHRoYXQgaXQgaXMgc28gc3ByZWFkIG91dC4g IEkndmUgbm90IGxhbmRlZCBhdCBUdWNzb24gSW50J2wsIGV4Y2VwdCB3aGVuIEknZCBmbHkgdGhl cmUgY29tbWVyY2lhbGx5IGFzIGEgc3ViY29udHJhY3RvciB0byBSTVMsIGJ1dCB0aGUgUGltYSBB aXIgTXVzZXVtIGFyZWEgaXMgb2J2aW91c2x5IGNsb3Nlc3QgdG8gdGhhdCBhaXJwb3J0LiAgSSBo YXZlIG5vIG90aGVyIGdvb2Qgc3VnZ2VzdGlvbnMuDQoNCi1HVg0KDQoNCg0KSW4gYSBtZXNzYWdl IGRhdGVkIDA2LzEyLzExIDE0OjQ4OjAzIFBhY2lmaWMgRGF5bGlnaHQgVGltZSwgZXJ3aGl0ZXNA YmVsbHNvdXRoLm5ldCB3cml0ZXM6DQotLT4gUlYtTGlzdCBtZXNzYWdlIHBvc3RlZCBieTogIkVy aWMgV2hpdGVzaWRlIiA8ZXJ3aGl0ZXNAYmVsbHNvdXRoLm5ldD4gDQoNCkluIGEgd2VlayBvciBz byBJIHdpbGwgYmUgZmx5aW5nIGZyb20gQnJhY2tldHQgRmllbGQgKExBKSB0byBUdWNzb24uIA0K QXMgYW4gRWFzdCBjb2FzdCBndXksIEkgd291bGQgYXBwcmVjaWF0ZSBhbnkgcm91dGluZyBzdWdn ZXN0aW9ucyBmcm9tIHRob3NlIA0Kd2hvIGhhdmUgZG9uZSBpdCwgYW5kIHJlY29tbWVuZGF0aW9u cyBmb3IgR0EgYWlycG9ydHMgYXJvdW5kIFR1Y3Nvbi4gDQpJIHBsYW4gdG8gdmlzaXQgUGltYSBt dXNldW0gYW5kIERhdmlzLU1vbnRoYW4uIA0KDQpUaGFua3MsIA0KRXJpYyANClJWNiANCg0KDQo




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