---------------------------------------------------------- RV-List Digest Archive --- Total Messages Posted Fri 09/16/11: 5 ---------------------------------------------------------- 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 _____________________________________ Time: 05:38:59 AM PST US From: Jack Haviland Subject: RV-List: High CHTs 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 _____________________________________ Time: 06:28:47 AM PST US From: "Bob Collins" 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 ________________________________ Message 3 _____________________________________ Time: 06:52:40 AM PST US From: Mike Robertson Subject: RE: RV-List: High CHTs 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. > =========== =========== =========== =========== > > > ________________________________ Message 4 _____________________________________ Time: 07:16:50 AM PST US From: Robin Marks Subject: Re: RV-List: High CHTs 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 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 _____________________________________ Time: 04:41:07 PM PST US From: "Greg Young" Subject: RE: RV-List: 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 ------------------------------------------------------------------------------------- Other Matronics Email List Services ------------------------------------------------------------------------------------- Post A New Message rv-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/RV-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/rv-list Browse Digests http://www.matronics.com/digest/rv-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.