Today's Message Index:
----------------------
1. 05:38 AM - High CHTs (Jack Haviland)
2. 06:28 AM - EI fuel level gauge error code question (Bob Collins)
3. 06:52 AM - Re: High CHTs (Mike Robertson)
4. 07:16 AM - Re: High CHTs (Robin Marks)
5. 04:41 PM - Re: EI fuel level gauge error code question (Greg Young)
Message 1
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My 6A with 54 hours on a new O-320 still produces CHTs exceeding 400 degrees on
all four cylinders when climbing to pattern altitude in 80 degree ambient conditions.
They run around 380 degrees at cruise power leaned but the EGTs are about
1430 degrees (the probes are about 2.5 inches from the exhaust flange). The
oil temperature never exceeds 200 degrees, the flexible baffles seal tightly
to the upper cowling, the upper cowl "eyebrow" ends are sealed, the ignition
timing is correct and the carb jet ID has been increased by .003".
I suspect the lower cowling air outlet area (obstructed by the nose gear strut,
exhaust pipes, etc.) restricts the air flow needed to achieve Lycoming's recommended
pressure differential between the top and bottom of the engine compartment.
The ratio of the cooling air inlet-to-outlet areas appears to be around
1.05 on the stock cowling. Adding two purchased metal louvers would increase it
to around 1.24. Measuring the pressure differential is certainly doable but
I'm hoping other 6A or 7A owners will share advice based on adding louvers or
otherwise improving the air flow through the lower cowling.
Thanks.
Jack H.
Message 2
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| Subject: | EI fuel level gauge error code question |
Anybody know what error code R6 means? The manual only lists error codes
from R1 to R5. Clearly it's something in the right tank calibration, I just
don't know what.
Added 20 gallons of fuel to the 10-year-old RV project yesterday -- I think
the tanks are now 8 years old. So far, no leaks. But want to get the
calibration done so I can move on to test the fuel pump flow and then fire
up the engine for the first time. Was hoping to do that this weekend but now
it feels like it might be rushed. So maybe next weekend if I can get this
question answered.
Bob Collins
St. Paul, MN
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Message 3
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Based on what you state adding the louvers=2C or increasing the opening of
the cowl outlet area=2C will definately lower oil and cylinder temps.
Mike Robertson
> From: jgh2@charter.net
> Subject: RV-List: High CHTs
> Date: Fri=2C 16 Sep 2011 08:35:05 -0400
> To: rv-list@matronics.com
>
>
> My 6A with 54 hours on a new O-320 still produces CHTs exceeding 400 degr
ees on all four cylinders when climbing to pattern altitude in 80 degree am
bient conditions. They run around 380 degrees at cruise power leaned but th
e EGTs are about 1430 degrees (the probes are about 2.5 inches from the exh
aust flange). The oil temperature never exceeds 200 degrees=2C the flexible
baffles seal tightly to the upper cowling=2C the upper cowl "eyebrow" ends
are sealed=2C the ignition timing is correct and the carb jet ID has been
increased by .003".
>
> I suspect the lower cowling air outlet area (obstructed by the nose gear
strut=2C exhaust pipes=2C etc.) restricts the air flow needed to achieve Ly
coming's recommended pressure differential between the top and bottom of th
e engine compartment. The ratio of the cooling air inlet-to-outlet areas ap
pears to be around 1.05 on the stock cowling. Adding two purchased metal lo
uvers would increase it to around 1.24. Measuring the pressure differential
is certainly doable but I'm hoping other 6A or 7A owners will share advice
based on adding louvers or otherwise improving the air flow through the lo
wer cowling.
>
> Thanks.
>
> Jack H.
>
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===========
===========
===========
>
>
>
Message 4
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Jack, are your wheel pants and gear leg fairings in place?
Robin
Sent from my iPad2.
On Sep 16, 2011, at 9:00 AM, Mike Robertson <mrobert569@hotmail.com> wrote:
Based on what you state adding the louvers, or increasing the opening of the
cowl outlet area, will definately lower oil and cylinder temps.
Mike Robertson
> From: jgh2@charter.net
> Subject: RV-List: High CHTs
> Date: Fri, 16 Sep 2011 08:35:05 -0400
> To: rv-list@matronics.com
>
>
> My 6A with 54 hours on a new O-320 still produces CHTs exceeding 400
degrees on all four cylinders when climbing to pattern altitude in 80 degree
ambient conditions. They run around 380 degrees at cruise power leaned but
the EGTs are about 1430 degrees (the probes are about 2.5 inches from the
exhaust flange). The oil temperature never exceeds 200 degrees, the flexible
baffles seal tightly to the upper cowling, the upper cowl "eyebrow" ends are
sealed, the ignition timing is correct and the carb jet ID has been
increased by .003".
>
> I suspect the lower cowling air outlet area (obstructed by the nose gear
strut, exhaust pipes, etc.) restricts the air flow needed to achieve
Lycoming's recommended pressure differential between the top and bottom of
the engine compartment. The ratio of the cooling air inlet-to-outlet areas
appears to be around 1.05 on the stock cowling. Adding two purchased metal
louvers would increase it to around 1.24. Measuring the pressure
differential is certainly doable but I'm hoping other 6A or 7A owners will
share advice based on adding louvers or otherwise improving the air flow
through the lower cowling.
>
> Thanks.
>
>=====================
>==============
>
>
*
*
Message 5
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| Subject: | EI fuel level gauge error code question |
I got the R6 code too when I calibrated EI gauges in my Navion. It was
several years ago so the memory is a little rusty but I believe it was from
trying to have two identical calibration points. My Navion tanks slope like
the RV and the full sender value does not represent tank capacity. I think I
tried to use the same resistance value for 36 gals (sender full) and 39.5
(capacity). The resistance values need to always increase (or decrease if
the reverse mode is set) from one point to the next. IIRC the fix was to
manually set the capacity resistance value by +1 from the reading. EI was
very helpful and stayed on the phone to literally walk through the whole
calibration with me.
Greg Young
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Bob Collins
Sent: Friday, September 16, 2011 8:26 AM
Subject: RV-List: EI fuel level gauge error code question
Anybody know what error code R6 means? The manual only lists error codes
from R1 to R5. Clearly it's something in the right tank calibration, I just
don't know what.
Added 20 gallons of fuel to the 10-year-old RV project yesterday -- I think
the tanks are now 8 years old. So far, no leaks. But want to get the
calibration done so I can move on to test the fuel pump flow and then fire
up the engine for the first time. Was hoping to do that this weekend but now
it feels like it might be rushed. So maybe next weekend if I can get this
question answered.
Bob Collins
St. Paul, MN
Do not archive
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