Today's Message Index:
----------------------
1. 06:16 AM - Leaning and Learning (Phillip Perry)
2. 06:29 AM - Re: Leaning and Learning (Shannon Hicks)
3. 06:45 AM - Re: Leaning and Learning (Tim Olson)
4. 06:52 AM - Re: Leaning and Learning (Kelly McMullen)
5. 07:08 AM - Re: Leaning and Learning (Phillip Perry)
6. 07:27 AM - Re: Leaning and Learning (Kelly McMullen)
7. 07:34 AM - Re: Leaning and Learning (Phillip Perry)
8. 09:13 AM - Re: 2017 AirVenture RV-10 Dinner/Social (LarryRosen)
9. 10:28 AM - Re: Leaning and Learning (Bob Turner)
10. 11:49 AM - Re: Re: Leaning and Learning (Bill Watson)
11. 02:03 PM - Re: Re: Leaning and Learning (Kelly McMullen)
12. 03:09 PM - Re: F-1046 Longeron to F-1005E Gusset Holes (Bill Watson)
13. 03:38 PM - Re: Alternator (kearney)
14. 07:58 PM - Re: F-1046 Longeron to F-1005E Gusset Holes (Berck E. Nash)
Message 1
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| Subject: | Leaning and Learning |
I am about 19.5 hours into Phase 1 and am still learning all the little
nuances of the engine. For the first few hours I kept the mixture and
power pushed close to the firewall for break-in. Recently, now that the
engine looks like the new has worn off, I have started to lean the engine
more and more aggressively.
Mine might be behaving like others, but I'd like to confirm it or talk
through some possibilities.
Yesterday I was at 5,500 msl (roughly 7,000 DA), activated the leaning
function on my G3X, and started leaning. Power: 24 In / 2500 RPM. As I
began to approach peak EGT, the engine started to cough a bit. That was
in the neighborhood of 12.5 GPH.
I hadn't reached peak yet, so I continued with the leaning just to see. I
was able to get the first cylinder to peak at 11.9ish and once I found peak
for that cylinder I richened it back up to 75=C2=BA ROP. The engine smoot
hed
right out and was happy. That was around 14 GPH.
Is this a behavior that you see in your engine, or have I missed something
along the way?
- The engine is an Aersport IO-540-D4A5 and pistons are 9:1.
- The Ignition is Light Speed on one side and a Slick (Impluse) on the
other. The slick is timed at 20=C2=BA per Aerosport's engraving on the da
ta
plate.
- Fuel/Induction is from Airflow Performance.
I'm just curious to know if your engine exhibits the same behavior of
running rough before it reaches peak. I'm not attempting to run it LOP
because the injectors haven't been balanced yet, but I really don't see how
it would be possible to run LOP smoothly when there's even less fuel
entering the nozzle.
Sometimes too much data out of the EMS leads to re-learning a lot of
things. In the past, I didn't have this much EGT/FF information and would
just lean until it got rough and then twist the mixture in a few times.
My assumption always was that the mixture was on the LOP side when the
roughness started. In this case, with all this fancy equipment, I can see
the roughness starts on the ROP side.
Anyway, I'm just curious if this behavior is normal and something I
shouldn't worry about or if there's something really going on that I need
to stop and investigate.
Phil
Message 2
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| Subject: | Re: Leaning and Learning |
Phil,
You need to balance your injectors. You have the exact same engine as I do
and it took about three iterations with Don at airflow performance to get
mine dialed into where I am today. Give him a call and he will send you a
lean test sheet. Send it to him and he will send you a new set of injector
nozzles. Replace the existing ones with the ones he sends you, then repeat
the test.
After a couple of tries you will be able to fly LOP just fine.
Shannon
On Thu, Jul 20, 2017 at 8:19 AM Phillip Perry <philperry9@gmail.com> wrote:
> I am about 19.5 hours into Phase 1 and am still learning all the little
> nuances of the engine. For the first few hours I kept the mixture and
> power pushed close to the firewall for break-in. Recently, now that the
> engine looks like the new has worn off, I have started to lean the engine
> more and more aggressively.
>
> Mine might be behaving like others, but I'd like to confirm it or talk
> through some possibilities.
>
> Yesterday I was at 5,500 msl (roughly 7,000 DA), activated the leaning
> function on my G3X, and started leaning. Power: 24 In / 2500 RPM. As
I
> began to approach peak EGT, the engine started to cough a bit. That was
> in the neighborhood of 12.5 GPH.
>
> I hadn't reached peak yet, so I continued with the leaning just to see.
> I was able to get the first cylinder to peak at 11.9ish and once I found
> peak for that cylinder I richened it back up to 75=C2=BA ROP. The engin
e
> smoothed right out and was happy. That was around 14 GPH.
>
> Is this a behavior that you see in your engine, or have I missed somethin
g
> along the way?
>
> - The engine is an Aersport IO-540-D4A5 and pistons are 9:1.
> - The Ignition is Light Speed on one side and a Slick (Impluse) on the
> other. The slick is timed at 20=C2=BA per Aerosport's engraving on the
data
> plate.
> - Fuel/Induction is from Airflow Performance.
>
> I'm just curious to know if your engine exhibits the same behavior of
> running rough before it reaches peak. I'm not attempting to run it LOP
> because the injectors haven't been balanced yet, but I really don't see h
ow
> it would be possible to run LOP smoothly when there's even less fuel
> entering the nozzle.
>
> Sometimes too much data out of the EMS leads to re-learning a lot of
> things. In the past, I didn't have this much EGT/FF information and wou
ld
> just lean until it got rough and then twist the mixture in a few times.
> My assumption always was that the mixture was on the LOP side when the
> roughness started. In this case, with all this fancy equipment, I can se
e
> the roughness starts on the ROP side.
>
> Anyway, I'm just curious if this behavior is normal and something I
> shouldn't worry about or if there's something really going on that I need
> to stop and investigate.
>
> Phil
>
>
Message 3
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| Subject: | Re: Leaning and Learning |
Hi Phil,
It probably is a factor in injector balance. I can basically lean from
full rich
all the way to 75 LOP or more and it doesn't stumble. So my guess is
that you will find the injectors need a bit of balancing. Personally I'd
wait until you get 25 hours on it before backing off on the hard running,
and then get it up to 9500 msl where you are well into the range where
you can't exceed any high power setting going LOP and then do a very very
slow full mixture pull all the way to 50 LOP. Do this 3 or 4 times,
and upload it all to Savvy or use some software to look at the peak curves.
You'll see if they match up or not. And then get right to balancing
the injectors. People procrastinate...I know I do, and wait far too
long to
balance the injectors on their engines. Why suffer rough running longer
than normal? On my RV-14 I haven't yet done a balance, but, that's
because after running the test early on, it was so close I wasn't sure if
I could even improve it. I'm going to have to go back now and see if it's
changed at all. I am happy it's pretty good right out of the box, and I've
been flying it LOP a bunch. Stumbling is just something you shouldn't
experience
if everything is set up right on an IO engine.
If I am cruising LOP and I richen it up, all I get is a little
acceleration, and a little
more "thump" to the power stroke as the cylinder pressures get higher.
Other than that it's just smooth.
You're definitely right about the "too much data". People fixate on
numbers when
using digital data, but in this particular case, you'll want that data.
Hopefully
you can capture it at 1 second resolution, and if so, you'll be able to
tune it in
very quickly.
Oh, and when you do the LOP, one benefit of being high (not Colorado
high), is
that you can do it at WOT. Your doing it at 24" and 2500rpm is higher than
I would do it it at. That's above 75% power I believe, no? (This is
off the
cuff so 'scuse me if I'm wrong on that) Anyway, do the test at an altitude
where you can get 21-22" and 2360rpm and see how that goes.
I really don't fly LOP under 7500msl unless I power back, and I prefer not
to power back. :)
Tim
On 7/20/2017 8:15 AM, Phillip Perry wrote:
> I am about 19.5 hours into Phase 1 and am still learning all the
> little nuances of the engine. For the first few hours I kept the
> mixture and power pushed close to the firewall for break-in.
> Recently, now that the engine looks like the new has worn off, I have
> started to lean the engine more and more aggressively.
>
> Mine might be behaving like others, but I'd like to confirm it or talk
> through some possibilities.
>
> Yesterday I was at 5,500 msl (roughly 7,000 DA), activated the leaning
> function on my G3X, and started leaning. Power: 24 In / 2500 RPM.
> As I began to approach peak EGT, the engine started to cough a bit.
> That was in the neighborhood of 12.5 GPH.
>
> I hadn't reached peak yet, so I continued with the leaning just to
> see. I was able to get the first cylinder to peak at 11.9ish and
> once I found peak for that cylinder I richened it back up to 75 ROP.
> The engine smoothed right out and was happy. That was around 14 GPH.
>
> Is this a behavior that you see in your engine, or have I missed
> something along the way?
>
> - The engine is an Aersport IO-540-D4A5 and pistons are 9:1.
> - The Ignition is Light Speed on one side and a Slick (Impluse) on the
> other. The slick is timed at 20 per Aerosport's engraving on the
> data plate.
> - Fuel/Induction is from Airflow Performance.
>
> I'm just curious to know if your engine exhibits the same behavior of
> running rough before it reaches peak. I'm not attempting to run it
> LOP because the injectors haven't been balanced yet, but I really
> don't see how it would be possible to run LOP smoothly when there's
> even less fuel entering the nozzle.
>
> Sometimes too much data out of the EMS leads to re-learning a lot of
> things. In the past, I didn't have this much EGT/FF information and
> would just lean until it got rough and then twist the mixture in a few
> times. My assumption always was that the mixture was on the LOP side
> when the roughness started. In this case, with all this fancy
> equipment, I can see the roughness starts on the ROP side.
>
> Anyway, I'm just curious if this behavior is normal and something I
> shouldn't worry about or if there's something really going on that I
> need to stop and investigate.
>
> Phil
>
>
Message 4
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| Subject: | Re: Leaning and Learning |
I don't think it is particularly normal. You should not be getting more
than a hint of roughness as you approach peak. I would not do your
testing at the power setting you had. Reduce to 65% power first, until
you determine where the roughness is coming from. You won't hurt
anything at 65%, while you can cause problems leaning slowly while at or
above 75%. Also, for your power setting, 11.9 is too lean for first cyl
to peak. Either you don't have FF calibrated yet, or your power is
dropping significantly while you are leaning. Once you have injectors
balanced and any ignition issues dealt with, you can then just lean
directly to a FF value LOP and know what power you are getting and that
you are at a setting that treats the engine well.
I have two Bendix S-1200 mags, with stock Bendix RSA fuel injection, and
stock 8.5:1 compression. While I will feel a hint of vibration as I go
LOP, the engine doesn't get rough until leaner than 50 LOP. The
vibration is significantly less than 1 fouled plug would cause, more a
feeling than hearing anything. I have not balanced injectors yet.
I use the formula of 14.9 times your fuel flow while LOP equals power.
For 195 hp, (75%) that is 13.0 gph. For 70% it is 12. For 65% it is
11.3, for 60% 10.5 and so on. That is with the LOP definition of degrees
lean from the LAST cyl to peak. For your higher compression you might
need to bump the calculation factor to 15.0
At your starting power, you were near 75%, and I would guess your power
dropped off around 10% as you approached peak on first cylinder.
Have you run either GAMI test or AFP leaning test?
Another measure of mixture distribution is to glance at your EGTs
shortly after lift-off, full power. Ideally they all will be at or 1300
or less, preferably centered on 1250, plus or minus 50. That will have
you approximately 200 ROP, where you want during full power operations.
You can also check your ignition at cruise altitude by setting the
mixture you want, then doing a routine mag check....with the caveat that
if engine quits for any reason, you go to near lean cutoff before
turning mag back on...that is to protect your mufflers, and to prevent a
prop surge.
On 7/20/2017 6:15 AM, Phillip Perry wrote:
> I am about 19.5 hours into Phase 1 and am still learning all the little
> nuances of the engine. For the first few hours I kept the mixture and
> power pushed close to the firewall for break-in. Recently, now that
> the engine looks like the new has worn off, I have started to lean the
> engine more and more aggressively.
>
> Mine might be behaving like others, but I'd like to confirm it or talk
> through some possibilities.
>
> Yesterday I was at 5,500 msl (roughly 7,000 DA), activated the leaning
> function on my G3X, and started leaning. Power: 24 In / 2500 RPM.
> As I began to approach peak EGT, the engine started to cough a bit.
> That was in the neighborhood of 12.5 GPH.
>
> I hadn't reached peak yet, so I continued with the leaning just to see.
> I was able to get the first cylinder to peak at 11.9ish and once I
> found peak for that cylinder I richened it back up to 75 ROP. The
> engine smoothed right out and was happy. That was around 14 GPH.
>
> Is this a behavior that you see in your engine, or have I missed
> something along the way?
>
> - The engine is an Aersport IO-540-D4A5 and pistons are 9:1.
> - The Ignition is Light Speed on one side and a Slick (Impluse) on the
> other. The slick is timed at 20 per Aerosport's engraving on the data
> plate.
> - Fuel/Induction is from Airflow Performance.
>
> I'm just curious to know if your engine exhibits the same behavior of
> running rough before it reaches peak. I'm not attempting to run it LOP
> because the injectors haven't been balanced yet, but I really don't see
> how it would be possible to run LOP smoothly when there's even less fuel
> entering the nozzle.
>
> Sometimes too much data out of the EMS leads to re-learning a lot of
> things. In the past, I didn't have this much EGT/FF information and
> would just lean until it got rough and then twist the mixture in a few
> times. My assumption always was that the mixture was on the LOP side
> when the roughness started. In this case, with all this fancy
> equipment, I can see the roughness starts on the ROP side.
>
> Anyway, I'm just curious if this behavior is normal and something I
> shouldn't worry about or if there's something really going on that I
> need to stop and investigate.
>
> Phil
>
>
Message 5
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| Subject: | Re: Leaning and Learning |
A little more data...
Since my engine has 9:1 pistons, Aerosport power suggested that it 285 was
closer to the baseline for calculating percentage of HP. So, using that
math in the G3X setup, it was about 68% of power. I can't say the FF is
100% correct yet, but it's close. I've been making a number of power
changes in my flights and haven't had a chance to get a constant enough run
to feel like it's calibrated. But it's always been fairly close.
Good info so far.. Thanks for the continued discussion.
Phil
On Thu, Jul 20, 2017 at 8:52 AM, Kelly McMullen <kellym@aviating.com> wrote
:
>
> I don't think it is particularly normal. You should not be getting more
> than a hint of roughness as you approach peak. I would not do your testi
ng
> at the power setting you had. Reduce to 65% power first, until you
> determine where the roughness is coming from. You won't hurt anything at
> 65%, while you can cause problems leaning slowly while at or above 75%.
> Also, for your power setting, 11.9 is too lean for first cyl to peak.
> Either you don't have FF calibrated yet, or your power is dropping
> significantly while you are leaning. Once you have injectors balanced and
> any ignition issues dealt with, you can then just lean directly to a FF
> value LOP and know what power you are getting and that you are at a setti
ng
> that treats the engine well.
> I have two Bendix S-1200 mags, with stock Bendix RSA fuel injection, and
> stock 8.5:1 compression. While I will feel a hint of vibration as I go LO
P,
> the engine doesn't get rough until leaner than 50 LOP. The vibration is
> significantly less than 1 fouled plug would cause, more a feeling than
> hearing anything. I have not balanced injectors yet.
> I use the formula of 14.9 times your fuel flow while LOP equals power. Fo
r
> 195 hp, (75%) that is 13.0 gph. For 70% it is 12. For 65% it is 11.3, fo
r
> 60% 10.5 and so on. That is with the LOP definition of degrees lean from
> the LAST cyl to peak. For your higher compression you might need to bump
> the calculation factor to 15.0
> At your starting power, you were near 75%, and I would guess your power
> dropped off around 10% as you approached peak on first cylinder.
> Have you run either GAMI test or AFP leaning test?
> Another measure of mixture distribution is to glance at your EGTs shortly
> after lift-off, full power. Ideally they all will be at or 1300 or less,
> preferably centered on 1250, plus or minus 50. That will have you
> approximately 200 ROP, where you want during full power operations.
> You can also check your ignition at cruise altitude by setting the mixtur
e
> you want, then doing a routine mag check....with the caveat that if engin
e
> quits for any reason, you go to near lean cutoff before turning mag back
> on...that is to protect your mufflers, and to prevent a prop surge.
>
>
> On 7/20/2017 6:15 AM, Phillip Perry wrote:
>
>> I am about 19.5 hours into Phase 1 and am still learning all the little
>> nuances of the engine. For the first few hours I kept the mixture and
>> power pushed close to the firewall for break-in. Recently, now that th
e
>> engine looks like the new has worn off, I have started to lean the engin
e
>> more and more aggressively.
>>
>> Mine might be behaving like others, but I'd like to confirm it or talk
>> through some possibilities.
>>
>> Yesterday I was at 5,500 msl (roughly 7,000 DA), activated the leaning
>> function on my G3X, and started leaning. Power: 24 In / 2500 RPM.
As
>> I began to approach peak EGT, the engine started to cough a bit. That
was
>> in the neighborhood of 12.5 GPH.
>>
>> I hadn't reached peak yet, so I continued with the leaning just to see.
>> I was able to get the first cylinder to peak at 11.9ish and once I fou
nd
>> peak for that cylinder I richened it back up to 75=C2=BA ROP. The engi
ne
>> smoothed right out and was happy. That was around 14 GPH.
>>
>> Is this a behavior that you see in your engine, or have I missed
>> something along the way?
>>
>> - The engine is an Aersport IO-540-D4A5 and pistons are 9:1.
>> - The Ignition is Light Speed on one side and a Slick (Impluse) on the
>> other. The slick is timed at 20=C2=BA per Aerosport's engraving on the
data
>> plate.
>> - Fuel/Induction is from Airflow Performance.
>>
>> I'm just curious to know if your engine exhibits the same behavior of
>> running rough before it reaches peak. I'm not attempting to run it LOP
>> because the injectors haven't been balanced yet, but I really don't see
how
>> it would be possible to run LOP smoothly when there's even less fuel
>> entering the nozzle.
>>
>> Sometimes too much data out of the EMS leads to re-learning a lot of
>> things. In the past, I didn't have this much EGT/FF information and wo
uld
>> just lean until it got rough and then twist the mixture in a few times.
>> My assumption always was that the mixture was on the LOP side when the
>> roughness started. In this case, with all this fancy equipment, I can s
ee
>> the roughness starts on the ROP side.
>>
>> Anyway, I'm just curious if this behavior is normal and something I
>> shouldn't worry about or if there's something really going on that I nee
d
>> to stop and investigate.
>>
>> Phil
>>
>>
===========
===========
===========
===========
===========
>
>
Message 6
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| Subject: | Re: Leaning and Learning |
I suggest you not use whatever power the engine made on the dyno, but
rather 260 hp for calculating performance. My reasoning is that you then
can get consistent numbers with other users. Using the stock numbers
with higher compression should get you better fuel economy.
Also, higher compression pistons generate more heat, the cylinders tend
to run hotter, which accelerates wear. A more extreme example...I know
of an aircraft that had an STC to run 10:1 pistons in a 200 hp IO-360.
It might have had a MP restriction around 28" so that the engine didn't
make more power than the airframe was certified for. However the
aircraft did not have a full engine monitor, only single pt EGT,CHT and
oil temp. Before 1000 hours the engine had self-destructed at least one
piston, on takeoff from MSN for OSH. A terrible way to not make OSH. A
lot of engines that had that STC did not make more than 800 hours before
needing top overhauls.
It is nice to have the power when you need it, or to run say something
over 170 hp to higher altitudes, but I would not make a practice of
running it over 195 hp in cruise, especially rich of peak. I wouldn't
climb it at over 260 hp unless you had an obstacle clearance issue.
These engines have very good longevity at the 250-260 hp they were
originally rated, durability at higher power is not well documented.
Lycoming made significant changes to the engine to run at 300 hp, such
as oil nozzles spraying on the bottom of pistons, better breathing and
cooling fins, bigger heads, etc.
On 7/20/2017 7:08 AM, Phillip Perry wrote:
> A little more data...
>
> Since my engine has 9:1 pistons, Aerosport power suggested that it 285
> was closer to the baseline for calculating percentage of HP. So, using
> that math in the G3X setup, it was about 68% of power. I can't say the
> FF is 100% correct yet, but it's close. I've been making a number of
> power changes in my flights and haven't had a chance to get a constant
> enough run to feel like it's calibrated. But it's always been fairly close.
>
> Good info so far.. Thanks for the continued discussion.
>
> Phil
>
>
> On Thu, Jul 20, 2017 at 8:52 AM, Kelly McMullen <kellym@aviating.com
> <mailto:kellym@aviating.com>> wrote:
>
> <mailto:kellym@aviating.com>>
>
> I don't think it is particularly normal. You should not be getting
> more than a hint of roughness as you approach peak. I would not do
> your testing at the power setting you had. Reduce to 65% power
> first, until you determine where the roughness is coming from. You
> won't hurt anything at 65%, while you can cause problems leaning
> slowly while at or above 75%. Also, for your power setting, 11.9 is
> too lean for first cyl to peak. Either you don't have FF calibrated
> yet, or your power is dropping significantly while you are leaning.
> Once you have injectors balanced and any ignition issues dealt with,
> you can then just lean directly to a FF value LOP and know what
> power you are getting and that you are at a setting that treats the
> engine well.
> I have two Bendix S-1200 mags, with stock Bendix RSA fuel injection,
> and stock 8.5:1 compression. While I will feel a hint of vibration
> as I go LOP, the engine doesn't get rough until leaner than 50 LOP.
> The vibration is significantly less than 1 fouled plug would cause,
> more a feeling than hearing anything. I have not balanced injectors yet.
> I use the formula of 14.9 times your fuel flow while LOP equals
> power. For 195 hp, (75%) that is 13.0 gph. For 70% it is 12. For
> 65% it is 11.3, for 60% 10.5 and so on. That is with the LOP
> definition of degrees lean from the LAST cyl to peak. For your
> higher compression you might need to bump the calculation factor to 15.0
> At your starting power, you were near 75%, and I would guess your
> power dropped off around 10% as you approached peak on first cylinder.
> Have you run either GAMI test or AFP leaning test?
> Another measure of mixture distribution is to glance at your EGTs
> shortly after lift-off, full power. Ideally they all will be at or
> 1300 or less, preferably centered on 1250, plus or minus 50. That
> will have you approximately 200 ROP, where you want during full
> power operations.
> You can also check your ignition at cruise altitude by setting the
> mixture you want, then doing a routine mag check....with the caveat
> that if engine quits for any reason, you go to near lean cutoff
> before turning mag back on...that is to protect your mufflers, and
> to prevent a prop surge.
>
>
> On 7/20/2017 6:15 AM, Phillip Perry wrote:
>
> I am about 19.5 hours into Phase 1 and am still learning all the
> little nuances of the engine. For the first few hours I kept
> the mixture and power pushed close to the firewall for
> break-in. Recently, now that the engine looks like the new has
> worn off, I have started to lean the engine more and more
> aggressively.
>
> Mine might be behaving like others, but I'd like to confirm it
> or talk through some possibilities.
>
> Yesterday I was at 5,500 msl (roughly 7,000 DA), activated the
> leaning function on my G3X, and started leaning. Power: 24 In
> / 2500 RPM. As I began to approach peak EGT, the engine
> started to cough a bit. That was in the neighborhood of 12.5 GPH.
>
> I hadn't reached peak yet, so I continued with the leaning just
> to see. I was able to get the first cylinder to peak at
> 11.9ish and once I found peak for that cylinder I richened it
> back up to 75 ROP. The engine smoothed right out and was
> happy. That was around 14 GPH.
>
> Is this a behavior that you see in your engine, or have I missed
> something along the way?
>
> - The engine is an Aersport IO-540-D4A5 and pistons are 9:1.
> - The Ignition is Light Speed on one side and a Slick (Impluse)
> on the other. The slick is timed at 20 per Aerosport's
> engraving on the data plate.
> - Fuel/Induction is from Airflow Performance.
>
> I'm just curious to know if your engine exhibits the same
> behavior of running rough before it reaches peak. I'm not
> attempting to run it LOP because the injectors haven't been
> balanced yet, but I really don't see how it would be possible to
> run LOP smoothly when there's even less fuel entering the nozzle.
>
> Sometimes too much data out of the EMS leads to re-learning a
> lot of things. In the past, I didn't have this much EGT/FF
> information and would just lean until it got rough and then
> twist the mixture in a few times. My assumption always was
> that the mixture was on the LOP side when the roughness
> started. In this case, with all this fancy equipment, I can see
> the roughness starts on the ROP side.
>
> Anyway, I'm just curious if this behavior is normal and
> something I shouldn't worry about or if there's something really
> going on that I need to stop and investigate.
>
> Phil
>
>
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Message 7
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| Subject: | Re: Leaning and Learning |
Good points... I can adjust it down and use that as the reference...
Sent from my iPhone
> On Jul 20, 2017, at 9:27 AM, Kelly McMullen <kellym@aviating.com> wrote:
>
> G3X
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| Subject: | Re: 2017 AirVenture RV-10 Dinner/Social |
Bob,
Fortunately we are leaving for OSH earlier than planned. After a long long building
pause I am back at it and looking forward to seeing a lot of new faces.
We are a group of 5.
Larry Rosen
#356 and still building
Slow Slow Quickbuild
--------
Larry Rosen
#40356
N205EN (reserved)
<http>
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=471202#471202
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| Subject: | Re: Leaning and Learning |
Do you really have a Slick mag with impulse coupling? I'm a little hazy on the
details, but Lycoming stopped shipping them that way, and put in retard mags with
Slick start instead. I think there's a repetitive A/D on the impulse coupling
in this engine?
And, as someone with a relatively new engine, I assume you've heard about the wide-reaching
"mandatory SB" on the connecting rod journals?
But this is all independent of balancing your injectors. It's easy and relatively
inexpensive. After balancing, I can slowly back the mixture way out, and the
engine continues to run smoothly - just makes less and less power as I go further
and further lean of peak. Running LOP gives reasonable range with the standard
60 gallon tanks. (160 KTAS on 10 gal/hr).
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=471203#471203
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| Subject: | Re: Leaning and Learning |
Phil, I've been running LOP for 900 hours and 6 years now. Everything
I'd have to offer is captured in Tim's post - every single word.
After you have it all set up and get comfortable (I don't need no
stinking gauges, I just move the mixture next to about there), you'll
even be able to lean in the climb up to 8-11k where the '10 really
becomes a sweet traveling machine. But leaning in the climb in not LOP,
it's just maintaining a reasonable ROP setting.
Bill "LOP is great but you have to go thru a couple of tuning cycles
first" Watson
---
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| Subject: | Re: Leaning and Learning |
Lycoming will ship with most any Slick mag you want. The problem with
impulse couplings dates back awhile..current ones I don't believe have
the AD..different attach method. Some vintage Bendix also had impulse
coupler problems, IIRC. None of them come with Slick Start, AFAIK. You
have to add that to retard breaker mags.
-sent from the I-droid implanted in my forearm
On Thu, Jul 20, 2017 at 10:27 AM, Bob Turner <bobturner@alum.rpi.edu> wrote:
>
> Do you really have a Slick mag with impulse coupling? I'm a little hazy on the
details, but Lycoming stopped shipping them that way, and put in retard mags
with Slick start instead. I think there's a repetitive A/D on the impulse coupling
in this engine?
> And, as someone with a relatively new engine, I assume you've heard about the
wide-reaching "mandatory SB" on the connecting rod journals?
> But this is all independent of balancing your injectors. It's easy and relatively
inexpensive. After balancing, I can slowly back the mixture way out, and
the engine continues to run smoothly - just makes less and less power as I go
further and further lean of peak. Running LOP gives reasonable range with the
standard 60 gallon tanks. (160 KTAS on 10 gal/hr).
>
> --------
> Bob Turner
> RV-10 QB
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=471203#471203
>
>
Message 12
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| Subject: | Re: F-1046 Longeron to F-1005E Gusset Holes |
On 7/4/2017 6:16 PM, Berck E. Nash wrote:
On related note; I would recommend that builders apply corrosion
protection (primer, alodine) to the longeron, particularly where it
joins to the skin.
Vans is very conservative with specifying areas where they recommend
priming and I don't recall if this is one of those areas. Many builders
are obsessive about priming and will certainly prime/alodine it. I
missed this one and had to take some action to stop some filiform
corrosion developing at that joint.
Bill "in no way, shape or form is trying to restart any version of the
primer wars" Watson
> I lined up the F-1046L longeron with the gusset as described on page
> 29-9, with the longeron flush with the skin. Then, I drilled the
> holes. The edge distance is terrible, but I can't see what I did
> wrong. I've searched and found others with the same problem, but no
> resolutions turn up. The diagram on 29-9 sure acts like these holes
> will wind up in the middle of the longeron, but I don't see how.
>
> Waiting to drill the other side until I can figure out how to avoid
> the same problem. Looks to me like I should replace the longeron, but
> I don't know how to do it any differently and still have the longeron
> flush with the skin.
>
> https://goo.gl/photos/J8s8gheQ1GBmUUi1A
> https://goo.gl/photos/z11vaX6PZt3Zc1w69
>
> Any suggestions?
---
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Lenny
I agree on the OV protection. If you are using a VP-X, it will kill the field in
an OV situation.
Cheers
Les
C-GCWZ Flying
C-GROK Some assembly required
Lenny Iszak wrote:
> Just want to mention this so it doesn't get overlooked in the enthusiasm of getting
a more easily replaceable alternator.
> If you are using an automotive alternator make sure you add overvoltage protection
to your charging system. B & C has a crowbar module or there's a more modern
option from Perihelion Designs. If you don't have one of these and your voltage
regulator fails it can kill a bunch of your expensive avionics.
>
> Couple that with a lithium battery that has OV protection built in, in an overvoltage
situation it disconnects itself from the circuit, there's nothing to
absorb the high voltage and then all of your avionics are done before you even
think about hitting your master switch.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=471210#471210
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| Subject: | Re: F-1046 Longeron to F-1005E Gusset Holes |
Thanks, good call. Vans does specifically call out priming the longerons.
First, in section 5, they specifically say to prime all angle, as it's not
alclad. Then, in section 29, it specifically says to prime the longerons,
then other parts as desired.
I'm not priming anything Van's doesn't say to prime, but I did miss the
aluminum angle in the tail cone, so I'm going to go back and do it.
Berck (feeling like he missed out, since he started building too late to
join the primer wars)
On Thu, Jul 20, 2017 at 4:09 PM, Bill Watson <Mauledriver@nc.rr.com> wrote:
>
> On 7/4/2017 6:16 PM, Berck E. Nash wrote:
> On related note; I would recommend that builders apply corrosion
> protection (primer, alodine) to the longeron, particularly where it joins
> to the skin.
>
> Vans is very conservative with specifying areas where they recommend
> priming and I don't recall if this is one of those areas. Many builders
> are obsessive about priming and will certainly prime/alodine it. I missed
> this one and had to take some action to stop some filiform corrosion
> developing at that joint.
>
> Bill "in no way, shape or form is trying to restart any version of the
> primer wars" Watson
>
> I lined up the F-1046L longeron with the gusset as described on page 29-9,
>> with the longeron flush with the skin. Then, I drilled the holes. The edge
>> distance is terrible, but I can't see what I did wrong. I've searched and
>> found others with the same problem, but no resolutions turn up. The diagram
>> on 29-9 sure acts like these holes will wind up in the middle of the
>> longeron, but I don't see how.
>>
>> Waiting to drill the other side until I can figure out how to avoid the
>> same problem. Looks to me like I should replace the longeron, but I don't
>> know how to do it any differently and still have the longeron flush with
>> the skin.
>>
>> https://goo.gl/photos/J8s8gheQ1GBmUUi1A
>> https://goo.gl/photos/z11vaX6PZt3Zc1w69
>>
>> Any suggestions?
>>
>
>
> ---
> This email has been checked for viruses by Avast antivirus software.
> https://www.avast.com/antivirus
>
>
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