Today's Message Index:
----------------------
1. 05:12 AM - Re: Lightspeed crank and ignition wire routing (rv10flyer)
2. 08:00 AM - James Cowl and cooling (Jesse Saint)
3. 08:44 AM - Re: James Cowl and cooling (Carl Froehlich)
4. 09:41 AM - Re: Lightspeed crank and ignition wire routing (rvdave)
5. 10:07 AM - Re: James Cowl and cooling (Linn Walters)
6. 10:30 AM - James Cowl and cooling (Deems Davis)
7. 04:10 PM - Re: Re: Lightspeed crank and ignition wire routing (Kelly McMullen)
8. 04:17 PM - Re: James Cowl and cooling (Kelly McMullen)
9. 06:51 PM - Re: Re: Lightspeed crank and ignition wire routing (Dick & Vicki Sipp)
10. 08:12 PM - Re: Re: Lightspeed crank and ignition wire routing (Kelly McMullen)
11. 08:32 PM - Re: Re: Lightspeed crank and ignition wire routing (Dick & Vicki Sipp)
Message 1
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| Subject: | Re: Lightspeed crank and ignition wire routing |
Dick,
"An unrelated observation is that the advance at cruise power is always
within a degree or two of 25 same as the mag."
What are the advantages/disadvantages compared to my stock Slicks? With your hours
it would be almost time to ovhl mags if you had them. Any problems so far
with LS? Thank you or anyone else for feedback.
Wayne 128 hrs.
10.5 gph 155-160 kt cruise
--------
Wayne G.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=421122#421122
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| Subject: | James Cowl and cooling |
I know there has been discussion about this in the past, but I am wondering what
conclusions were made. I am working on an RV-10 that has the James cowl and
plenum and the 5" inlet rings. What was the final verdict on these? I know we
haven't heard from Deems in a while. Anybody else have some info on this?
Thanks.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
C: 352-427-0285
F: 815-377-3694
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| Subject: | James Cowl and cooling |
150 hours on a James Cowl and plenum. I am happy with the decision and
would do it again. I will be putting a James Cowl on the next project as
well (RV-8).
There is no magic here, you reduce drag by better management of engine
cooling (as in you have less lbm of cooling air coming). For the RV-10
built for cruise, this makes sense. If you are building an RV-10 for
stunning climb at low airspeed, the James Cowl in not the way to go. On a
hot day and heavy, I do extended climbs above 125 kts. This still provides
1000fpm+ but is much lower than what I could get if the nose is pointed more
skyward. This tradeoff provides 170kt cruise at LOP, 2350 RPM and MP
dependent on altitude. CHTs are all below 350 in cruise on a hot day. Note
this data is after cylinder injector balancing. I'm using a stock IO-540
from Vans (not a fire breather) and made a few under the cowl modes to fix
inherent RV-10 engine cooling issues (e.g. oil cooler mounting and cabin
heat exit path when cabin heat is off).
There is more work involved than the stock Van's cowl. If you are looking
for simple, stay with the stock cowl.
As a side note, the RV-10 James Cowl is no longer available. Will James got
too much noise from the RV community as a few of the early adopters had
issues.
Carl
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jesse Saint
Sent: Thursday, March 27, 2014 10:46 AM
Subject: RV10-List: James Cowl and cooling
I know there has been discussion about this in the past, but I am wondering
what conclusions were made. I am working on an RV-10 that has the James cowl
and plenum and the 5" inlet rings. What was the final verdict on these? I
know we haven't heard from Deems in a while. Anybody else have some info on
this?
Thanks.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
C: 352-427-0285
F: 815-377-3694
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| Subject: | Re: Lightspeed crank and ignition wire routing |
I'm at the beginning of learning curve re lightspeed but according to what I read
in the manual, with mp connected timing should be around 40* and with mp disconnected
should be about 25*. Is this true for cruise configuration or will
it continually be changing with altitude, rpm, throttle, etc?
--------
Dave Ford
RV6 flying
RV10 building
Cadillac, MI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=421148#421148
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| Subject: | Re: James Cowl and cooling |
Not a direct James issue, but discussions I've had pointed out that the
forward side of #2 cylinder and aft side of #5 cylinder (Lycoming) don't
get much airflow because the height of the fins in this area are very
short .... not much air gets by. Other comments on my lists have people
putting washers between the cylinder and the baffle to get more air
flow. I'm interested as well because I'm looking at the James plenum
and round inlets on a Vans cowl.
Linn ...... painting the interior
On 3/27/2014 10:46 AM, Jesse Saint wrote:
>
> I know there has been discussion about this in the past, but I am wondering what
conclusions were made. I am working on an RV-10 that has the James cowl and
plenum and the 5" inlet rings. What was the final verdict on these? I know we
haven't heard from Deems in a while. Anybody else have some info on this?
>
> Thanks.
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse@saintaviation.com
> C: 352-427-0285
> F: 815-377-3694
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
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| Subject: | James Cowl and cooling |
Update
I have had 3 issues with the James Cowl:
1. I had to modify the cowl to accept a Ram Air Fuel Servo Intake (Will
fixed this on later cowls IIRC)
2. I couldn't run LOP without adding pressurized Injector nozzles (not
cheap)
3. High OIL and engine temps (I live in AZ so for 5 months of the year I
Really had to watch the temps on Climb)
Last year I made a modification that REALLY made a difference for me.
I fabricated a fiberglass Ram Air intake and mounted it on the bottom of
the cowl, replacing the nose gear leg slot cover that fits in front of the
nose gear. (I have 3bld and so this is extended) It. I used the same
nutplates to attach it so there was no modification to the cowl itself. It
connects to a 3.5" scat tube. I blocked off the oil cooler air intake on
the baffling behind the #6 cyl, and fabricated from fiberglass an ~ 120
degree reducer elbow that connects the scat tube to the top of the oil
cooler. The result have been super. My #6 cyl was always my hottest and now
its in the middle of the pack (20-30 deg spread). Oil Temps had to be
carefully managed in Summer to keep below 220, Now, they rarely exceed 200
in the summer on normal 100-120kt climb and run between 180-190 depending
on OAT. CHT across the board dropped 30-40 degrees. I can run LOP down to
10 gph without balanced injectors.
What I think I learned....
1. The placement of the oil cooler air intake on the rear of the baffles w/
the James cowl is too low, and it steals cooling air for the #6 (Someone
either Robin Marks or Ed Hayden tried modifying the SJ plenum in this area
and it didn't make much of a difference in Oil Temps).
2. The inlet rings on the SJ cowl are Too Small and don't allow enough air
to both cool the engine and cool the oil. (If you think about it they are
the same size as for the 4 cyl. Alan (?) demonstrated this when he modified
his cowl and plenum and fabricated bigger intake rings.
3. I think that if I had made the above ram air intake and installed it
before I began experimenting w/ LOP that I may have avoided the need for
the turbo nozzle rails. (I'm not taking them off to find out)
I LOVE the appearance of the SJ cowl
I think I posted some pics of this mod last year.
Message 7
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| Subject: | Re: Lightspeed crank and ignition wire routing |
Obviously timing has to be inversely proportional to manifold pressure. The
higher the MP the closer timing must be to the nominal 25 degrees.
On Thu, Mar 27, 2014 at 9:40 AM, rvdave <rv610dave@gmail.com> wrote:
>
> I'm at the beginning of learning curve re lightspeed but according to what
> I read in the manual, with mp connected timing should be around 40* and
> with mp disconnected should be about 25*. Is this true for cruise
> configuration or will it continually be changing with altitude, rpm,
> throttle, etc?
>
> --------
> Dave Ford
> RV6 flying
> RV10 building
> Cadillac, MI
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=421148#421148
>
>
--
- sent from the microchip implanted in my forearm
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| Subject: | Re: James Cowl and cooling |
The issue with lack of cooling fins on the intake port side of Lycoming
cylinder heads was probably best documented by the Cardinal Flyers Online
group. IIRC they worked with George Braley of GAMI to solve the issue. It
involved making a space of at least 1/8" between the baffle and the
cylinder head fins (which actually don't allow any air through. Doing that
produced approx. 30 degree CHT drop on Cardinal 4 cyl O or IO-360s.
On Thu, Mar 27, 2014 at 10:06 AM, Linn Walters <flying-nut@cfl.rr.com>wrote:
>
> Not a direct James issue, but discussions I've had pointed out that the
> forward side of #2 cylinder and aft side of #5 cylinder (Lycoming) don't
> get much airflow because the height of the fins in this area are very short
> .... not much air gets by. Other comments on my lists have people putting
> washers between the cylinder and the baffle to get more air flow. I'm
> interested as well because I'm looking at the James plenum and round inlets
> on a Vans cowl.
> Linn ...... painting the interior
>
>
> On 3/27/2014 10:46 AM, Jesse Saint wrote:
>
>>
>> I know there has been discussion about this in the past, but I am
>> wondering what conclusions were made. I am working on an RV-10 that has the
>> James cowl and plenum and the 5" inlet rings. What was the final verdict on
>> these? I know we haven't heard from Deems in a while. Anybody else have
>> some info on this?
>>
>> Thanks.
>>
>> Jesse Saint
>> Saint Aviation, Inc.
>> jesse@saintaviation.com
>> C: 352-427-0285
>> F: 815-377-3694
>>
>>
>>
>>
>>
>>
>>
>>
>> -----
>> No virus found in this message.
>> Checked by AVG - www.avg.com
>>
>>
>>
>
>
--
- sent from the microchip implanted in my forearm
Message 9
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| Subject: | Re: Lightspeed crank and ignition wire routing |
I believe the advantage is somewhat improved economy at lower power
settings, perhaps easier starts, (I start on the LS which fires at TDC
during start).
I've had no issues with the LS. I'll have to check the manual again, I
think the 40 degrees with the manifold pressure disconnected must only be
set point, I never see anywhere near that in operation.
Dick
-----Original Message-----
From: rv10flyer
Sent: Thursday, March 27, 2014 8:11 AM
Subject: RV10-List: Re: Lightspeed crank and ignition wire routing
Dick,
"An unrelated observation is that the advance at cruise power is always
within a degree or two of 25 same as the mag."
What are the advantages/disadvantages compared to my stock Slicks? With your
hours it would be almost time to ovhl mags if you had them. Any problems so
far with LS? Thank you or anyone else for feedback.
Wayne 128 hrs.
10.5 gph 155-160 kt cruise
--------
Wayne G.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=421122#421122
Message 10
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| Subject: | Re: Lightspeed crank and ignition wire routing |
How much advance you see will depend on your power setting. If you reduce
power to say 50 percent while in descent, you might see 40 degrees.
On Thu, Mar 27, 2014 at 6:50 PM, Dick & Vicki Sipp <rsipp@earthlink.net>wrote:
>
> I believe the advantage is somewhat improved economy at lower power
> settings, perhaps easier starts, (I start on the LS which fires at TDC
> during start).
> I've had no issues with the LS. I'll have to check the manual again, I
> think the 40 degrees with the manifold pressure disconnected must only be
> set point, I never see anywhere near that in operation.
>
> Dick
>
> -----Original Message----- From: rv10flyer
> Sent: Thursday, March 27, 2014 8:11 AM
>
> To: rv10-list@matronics.com
> Subject: RV10-List: Re: Lightspeed crank and ignition wire routing
>
>
> Dick,
>
>
> "An unrelated observation is that the advance at cruise power is always
> within a degree or two of 25 same as the mag."
>
> What are the advantages/disadvantages compared to my stock Slicks? With
> your hours it would be almost time to ovhl mags if you had them. Any
> problems so far with LS? Thank you or anyone else for feedback.
>
> Wayne 128 hrs.
> 10.5 gph 155-160 kt cruise
>
> --------
> Wayne G.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=421122#421122
>
>
--
- sent from the microchip implanted in my forearm
Message 11
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| Subject: | Re: Lightspeed crank and ignition wire routing |
Thanks Kelly, I am going to pay more attention to the advance settings
which I can read in the cockpit; you have peaked my interest. My
experience in cruise does not indicate significant advance increases.
That=99s probably a good thing.
Dick
From: Kelly McMullen
Sent: Thursday, March 27, 2014 11:11 PM
Subject: Re: RV10-List: Re: Lightspeed crank and ignition wire routing
How much advance you see will depend on your power setting. If you
reduce power to say 50 percent while in descent, you might see 40
degrees.
On Thu, Mar 27, 2014 at 6:50 PM, Dick & Vicki Sipp <rsipp@earthlink.net>
wrote:
<rsipp@earthlink.net>
I believe the advantage is somewhat improved economy at lower power
settings, perhaps easier starts, (I start on the LS which fires at TDC
during start).
I've had no issues with the LS. I'll have to check the manual again,
I think the 40 degrees with the manifold pressure disconnected must only
be set point, I never see anywhere near that in operation.
Dick
-----Original Message----- From: rv10flyer
Sent: Thursday, March 27, 2014 8:11 AM
To: rv10-list@matronics.com
Subject: RV10-List: Re: Lightspeed crank and ignition wire routing
<wayne.gillispie@gmail.com>
Dick,
"An unrelated observation is that the advance at cruise power is
always
within a degree or two of 25 same as the mag."
What are the advantages/disadvantages compared to my stock Slicks?
With your hours it would be almost time to ovhl mags if you had them.
Any problems so far with LS? Thank you or anyone else for feedback.
Wayne 128 hrs.
10.5 gph 155-160 kt cruise
--------
Wayne G.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=421122#421122
arget="_blank">http://www.matronics.com/Navigator?RV10-List
http://forums.matronics.com
le, List Admin.
="_blank">http://www.matronics.com/contribution
--
- sent from the microchip implanted in my forearm
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