Today's Message Index:
----------------------
1. 12:25 AM - Re: Fuel consumption test results (Mike Whisky)
2. 06:09 AM - Re: Re: Forward baffle & governor cable (Sean Stephens)
3. 06:19 AM - Re: Forward baffle & governor cable (bill.peyton)
4. 08:38 AM - Re: Re: Fuel consumption test results (PReid)
5. 11:29 AM - Re: Re: Fuel consumption test results (Kelly McMullen)
6. 01:59 PM - Re: Re: Fuel consumption test results (Dick & Vicki Sipp)
Message 1
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| Subject: | Re: Fuel consumption test results |
Sure will do. So far I did test flights at different altitudes and power settings
. It world like this: I noted EGTs from .5 gal fuel flow before the first cylinder
peaks in .2gal steps down untilgbar all EGTs peaked. The data I sent to
Don at airflow performance and he suggested to try first a .025 In # 5, a .0245
in #6
and maybe cylinder #2, and a .0235 in #1. I will update the data once I have installed
and tested the nozzles.
Regards
Michael
--------
RV-10 builder (flying, test phase)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=418780#418780
Message 2
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| Subject: | Re: Forward baffle & governor cable |
That's exactly what I did after misplacing the hole. Here's a pic:
http://www.flickr.com/photos/stephensville/8500973713/in/set-72157627874989973
Enlarged the misplaced hole and added doubler on to. Looks fine
-Sean #40303 (still 90% done, 90% to go)
> Kelly McMullen <mailto:apilot2@gmail.com>
> February 15, 2014 at 11:19 PM
> Unless you are seeking a show award, should be easy to place a doubler
> on the underside to cover the hole and move on.
>
>
> --
>
> - sent from the microchip implanted in my forearm
> *
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>
> *
Message 3
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| Subject: | Re: Forward baffle & governor cable |
Yes Dave, I used the stock bracket. When positioning the bracket it will come
right next to the air inlet flange, just keep that in mind when positioning it.
Also, be careful not to put the air inlet too close to the front of the ramp
in case you end up wanting to trim it later on for clearance. with the cowl.
--------
Bill
WA0SYV
Aviation Partners, LLC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=418784#418784
Message 4
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| Subject: | Re: Fuel consumption test results |
I can use some education here. If Lycoming is putting in .0280 and some are t
aking the restrictor down to .025, what does that do to WOT on takeoff? Is t
he 22-23 gph still being seen on takeoffs to cool the CHT?
Why wouldn't lycoming just put .025 restrictors in to start with?
Pascal
> On Feb 16, 2014, at 12:25 AM, "Mike Whisky" <rv-10@wellenzohn.net> wrote:
>
>
> Sure will do. So far I did test flights at different altitudes and power s
ettings . It world like this: I noted EGTs from .5 gal fuel flow before the f
irst cylinder peaks in .2gal steps down untilgbar all EGTs peaked. The data I
sent to Don at airflow performance and he suggested to try first a .025 In #
5, a .0245 in #6
> and maybe cylinder #2, and a .0235 in #1. I will update the data once I ha
ve installed and tested the nozzles.
> Regards
> Michael
>
> --------
> RV-10 builder (flying, test phase)
> #511
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=418780#418780
>
>
>
>
>
>
>
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Message 5
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| Subject: | Re: Fuel consumption test results |
I suspect the effort is to have the pressure to the injectors be a bit
higher for better atomization, however, I think it is a valid question,
especially if it changes the minimum pressure needed to develop full power.
IIRC that is somewhere around 15 psi in stock form.
On Sun, Feb 16, 2014 at 9:37 AM, PReid <Rv10flyer@live.com> wrote:
> I can use some education here. If Lycoming is putting in .0280 and some
> are taking the restrictor down to .025, what does that do to WOT on
> takeoff? Is the 22-23 gph still being seen on takeoffs to cool the CHT?
> Why wouldn't lycoming just put .025 restrictors in to start with?
> Pascal
>
> On Feb 16, 2014, at 12:25 AM, "Mike Whisky" <rv-10@wellenzohn.net> wrote:
>
>
> Sure will do. So far I did test flights at different altitudes and power
> settings . It world like this: I noted EGTs from .5 gal fuel flow before
> the first cylinder peaks in .2gal steps down untilgbar all EGTs peaked. The
> data I sent to Don at airflow performance and he suggested to try first a
> .025 In # 5, a .0245 in #6
> and maybe cylinder #2, and a .0235 in #1. I will update the data once I
> have installed and tested the nozzles.
> Regards
> Michael
>
>
> --------
> RV-10 builder (flying, test phase)
> #511
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=418780#418780
>
>
> http://www.matronics.com/Navigator?RV10-List
> ===============================================
> http://www.mat=================================================
>
>
> *
>
>
> *
>
>
--
- sent from the microchip implanted in my forearm
Message 6
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| Subject: | Re: Fuel consumption test results |
This is what Don had me do as well saying at the time that the .028 to
.025 trade off is around 260HP and is done for better spray patterns.
We also checked for adequate takeoff fuel flow; I don=99t remember
the exact number but I think it was appox. 23-25 gph. I usually see at
least 25 gph.
Dick Sipp
530 hours
From: Kelly McMullen
Sent: Sunday, February 16, 2014 2:29 PM
Subject: Re: RV10-List: Re: Fuel consumption test results
I suspect the effort is to have the pressure to the injectors be a bit
higher for better atomization, however, I think it is a valid question,
especially if it changes the minimum pressure needed to develop full
power. IIRC that is somewhere around 15 psi in stock form.
On Sun, Feb 16, 2014 at 9:37 AM, PReid <Rv10flyer@live.com> wrote:
I can use some education here. If Lycoming is putting in .0280 and
some are taking the restrictor down to .025, what does that do to WOT on
takeoff? Is the 22-23 gph still being seen on takeoffs to cool the CHT?
Why wouldn't lycoming just put .025 restrictors in to start with?
Pascal
mber
On Feb 16, 2014, at 12:25 AM, "Mike Whisky" <rv-10@wellenzohn.net>
wrote:
<rv-10@wellenzohn.net>
Sure will do. So far I did test flights at different altitudes and
power settings . It world like this: I noted EGTs from .5 gal fuel flow
before the first cylinder peaks in .2gal steps down untilgbar all EGTs
peaked. The data I sent to Don at airflow performance and he suggested
to try first a .025 In # 5, a .0245 in #6
and maybe cylinder #2, and a .0235 in #1. I will update the data
once I have installed and tested the nozzles.
Regards
Michael
--------
RV-10 builder (flying, test phase)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=418780#418780
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- sent from the microchip implanted in my forearm
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