Today's Message Index:
----------------------
1. 06:19 AM - Re: EGT-CHT Imbalance (Weston, Jim)
2. 06:28 AM - Re: EGT-CHT Imbalance (Weston, Jim)
3. 02:10 PM - Stratus engine mount (Larry McFarland)
Message 1
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| Subject: | EGT-CHT Imbalance |
--> Stratus-List message posted by: "Weston, Jim" <Jim.Weston@delta.com>
Except that your introducing air that is warmed by the engine (i.e.
thinner air) and it has some amount of burned hydrocarbons within it.
Jim
-----Original Message-----
From: owner-stratus-list-server@matronics.com
[mailto:owner-stratus-list-server@matronics.com] On Behalf Of Larry
McFarland
Subject: Re: Stratus-List: EGT-CHT Imbalance
--> Stratus-List message posted by: "Larry McFarland"
--> <larrymc@qconline.com>
I think if you had the breather intake downstream of the carbs you'd
expect to have an imbalance, but not upstream. That air should be
neutral and common draw.
Larry
----- Original Message -----
From: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
Subject: RE: Stratus-List: EGT-CHT Imbalance
> --> Stratus-List message posted by: "Hinde, Frank George (Corvallis)"
> <frank.hinde@hp.com>
>
> Good thought....Mine id dumped out the bottom of the cowl and I still
> get the imbalance.
>
> Frank
>
> -----Original Message-----
> From: owner-stratus-list-server@matronics.com
> [mailto:owner-stratus-list-server@matronics.com] On Behalf Of Weston,
> Jim
> To: stratus-list@matronics.com
> Subject: RE: Stratus-List: EGT-CHT Imbalance
>
>
> --> Stratus-List message posted by: "Weston, Jim"
<Jim.Weston@delta.com>
>
> If your still feeding the crankcase breather back into the left carb
> intake, this could cause the imbalance. I moved my breather to
exhaust
> separately below the firewall, some time ago. Unfortunately, I don't
> have EGT gauges to tell if mine are balanced or not. Just a thought.
>
> Jim Weston
> Concord, Ga.
>
> -----Original Message-----
> From: owner-stratus-list-server@matronics.com
> [mailto:owner-stratus-list-server@matronics.com] On Behalf Of Hinde,
> Frank George (Corvallis)
> To: stratus-list@matronics.com
> Subject: RE: Stratus-List: EGT-CHT Imbalance
>
> --> Stratus-List message posted by: "Hinde, Frank George (Corvallis)"
> --> <frank.hinde@hp.com>
>
> My motor is hotter on the righ bank too (EGT). I wonder if there is a
> coolant imbalance within the block? I regularly cruise at
> 1450F....Really have not had enough time on the heads to discover if
> this is an issue or not. Ron at Ram Performance did not think so....
>
> Frank
>
> -----Original Message-----
> From: owner-stratus-list-server@matronics.com
> [mailto:owner-stratus-list-server@matronics.com] On Behalf Of Larry
> McFarland
> To: stratus-list@matronics.com
> Subject: Stratus-List: EGT-CHT Imbalance
>
>
> --> Stratus-List message posted by: "Larry McFarland"
> --> <larrymc@qconline.com>
>
> Hi guys,
> The steady 2 - 3 hour flights every day have brought my plane up to
the
> 39-hours and I've a question that someone surely has tripped over and
> resolved or not.
>
> My right EGT reads 60 to 75-degrees hotter than the left which is not
a
> concern until take off when the right one sees 1450 to 1460 for a
short
> time. When all settles down, to cruise, the left is 1320 and the
right
> is 1380. This has been re-checked by switching leads. I've probed for
> leaks in the intakes and this is not likely either. Odd too, the right
> CHT is consistently cooler than the left by 10 degrees.
> Perhaps there's no relationship, and the muffler design with the
exhaust
>
> outlet pipe being more on the left side has something to do with this.
>
> I'm at the point of changing the right jet from a 170 to a 172 to get
a
> cooler right EGT that stays in the 1300s. Bing says this shouldn't
cause
> any difficulty, but still the problem begs the question.
>
> I've had the plane up to 125 at 5100, but the right EGT keeps me from
> being there for any protracted length of time, not that it's important
> for my kind of flying, but I think the EGT should be kept within
limits
> wherever the RPS are in the Stratus engine. Hope I'm not wrong about
> this.
>
> Any recommendations out there?
>
> Larry McFarland
>
>
> ==
> direct advertising on the Matronics Forums.
> ==
> ==
> ==
>
>
> ==
> direct advertising on the Matronics Forums.
> ==
> ==
> ==
>
>
> ==
> direct advertising on the Matronics Forums.
> ==
> ==
> ==
>
>
>
==
==
==
==
Message 2
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| Subject: | EGT-CHT Imbalance |
--> Stratus-List message posted by: "Weston, Jim" <Jim.Weston@delta.com>
Additional thought: Maybe this is a dead end and doesn't need pursuing,
since Frank still has the imbalance and his breather is not vented back
to the carb.
Jim
-----Original Message-----
From: owner-stratus-list-server@matronics.com
[mailto:owner-stratus-list-server@matronics.com] On Behalf Of Weston,
Jim
Subject: RE: Stratus-List: EGT-CHT Imbalance
--> Stratus-List message posted by: "Weston, Jim" <Jim.Weston@delta.com>
Except that your introducing air that is warmed by the engine (i.e.
thinner air) and it has some amount of burned hydrocarbons within it.
Jim
-----Original Message-----
From: owner-stratus-list-server@matronics.com
[mailto:owner-stratus-list-server@matronics.com] On Behalf Of Larry
McFarland
Subject: Re: Stratus-List: EGT-CHT Imbalance
--> Stratus-List message posted by: "Larry McFarland"
--> <larrymc@qconline.com>
I think if you had the breather intake downstream of the carbs you'd
expect to have an imbalance, but not upstream. That air should be
neutral and common draw.
Larry
----- Original Message -----
From: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
Subject: RE: Stratus-List: EGT-CHT Imbalance
> --> Stratus-List message posted by: "Hinde, Frank George (Corvallis)"
> <frank.hinde@hp.com>
>
> Good thought....Mine id dumped out the bottom of the cowl and I still
> get the imbalance.
>
> Frank
>
> -----Original Message-----
> From: owner-stratus-list-server@matronics.com
> [mailto:owner-stratus-list-server@matronics.com] On Behalf Of Weston,
> Jim
> To: stratus-list@matronics.com
> Subject: RE: Stratus-List: EGT-CHT Imbalance
>
>
> --> Stratus-List message posted by: "Weston, Jim"
<Jim.Weston@delta.com>
>
> If your still feeding the crankcase breather back into the left carb
> intake, this could cause the imbalance. I moved my breather to
exhaust
> separately below the firewall, some time ago. Unfortunately, I don't
> have EGT gauges to tell if mine are balanced or not. Just a thought.
>
> Jim Weston
> Concord, Ga.
>
> -----Original Message-----
> From: owner-stratus-list-server@matronics.com
> [mailto:owner-stratus-list-server@matronics.com] On Behalf Of Hinde,
> Frank George (Corvallis)
> To: stratus-list@matronics.com
> Subject: RE: Stratus-List: EGT-CHT Imbalance
>
> --> Stratus-List message posted by: "Hinde, Frank George (Corvallis)"
> --> <frank.hinde@hp.com>
>
> My motor is hotter on the righ bank too (EGT). I wonder if there is a
> coolant imbalance within the block? I regularly cruise at
> 1450F....Really have not had enough time on the heads to discover if
> this is an issue or not. Ron at Ram Performance did not think so....
>
> Frank
>
> -----Original Message-----
> From: owner-stratus-list-server@matronics.com
> [mailto:owner-stratus-list-server@matronics.com] On Behalf Of Larry
> McFarland
> To: stratus-list@matronics.com
> Subject: Stratus-List: EGT-CHT Imbalance
>
>
> --> Stratus-List message posted by: "Larry McFarland"
> --> <larrymc@qconline.com>
>
> Hi guys,
> The steady 2 - 3 hour flights every day have brought my plane up to
the
> 39-hours and I've a question that someone surely has tripped over and
> resolved or not.
>
> My right EGT reads 60 to 75-degrees hotter than the left which is not
a
> concern until take off when the right one sees 1450 to 1460 for a
short
> time. When all settles down, to cruise, the left is 1320 and the
right
> is 1380. This has been re-checked by switching leads. I've probed for
> leaks in the intakes and this is not likely either. Odd too, the right
> CHT is consistently cooler than the left by 10 degrees.
> Perhaps there's no relationship, and the muffler design with the
exhaust
>
> outlet pipe being more on the left side has something to do with this.
>
> I'm at the point of changing the right jet from a 170 to a 172 to get
a
> cooler right EGT that stays in the 1300s. Bing says this shouldn't
cause
> any difficulty, but still the problem begs the question.
>
> I've had the plane up to 125 at 5100, but the right EGT keeps me from
> being there for any protracted length of time, not that it's important
> for my kind of flying, but I think the EGT should be kept within
limits
> wherever the RPS are in the Stratus engine. Hope I'm not wrong about
> this.
>
> Any recommendations out there?
>
> Larry McFarland
>
>
> ==
> direct advertising on the Matronics Forums.
> ==
> ==
> ==
>
>
> ==
> direct advertising on the Matronics Forums.
> ==
> ==
> ==
>
>
> ==
> direct advertising on the Matronics Forums.
> ==
> ==
> ==
>
>
>
==
==
==
==
==
direct advertising on the Matronics Forums.
==
==
==
Message 3
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| Subject: | Stratus engine mount |
--> Stratus-List message posted by: "Larry McFarland" <larrymc@qconline.com>
Hi guys,
I'd just completed 39 hours flight time and was about to
go again yesterday, but as on nearly every flight, the cowl was
removed and the engine inspected thoroughly for any irregularities.
A speck of paint was noticed missing at the end of the gusset a few
days ago but it seemed different, so I took a small extendible mirror
and flashlight to look more closely the engine side of the mount plate.
The paint was definitely stress-fractured from the end of the gusset down
and rearward past the back edge of the inside welded tab. It was not as noticable
from the outside of the mount, but was wavy near the gusset. This was very much
like fractures seen on mounts of Bill Morelli and Kelly Meiste.
I anticipated this would happen, but I wanted to let the rest of you
Stratus owners know that this problem has not gone away, so do keep an
eye on that right hand upper mount. They have a short lifespan!
One solution:
I picked up an unpainted mount from Stratus last year and made a "drill and weld
jig"
to fit it. Then I made another mount from 1/8" 4130. The difference is that on
the new one the gusset extends an inch or so to the downturn edge of the long plate.
I also
made the long plate and end plate into a single bent piece. The rubber bushing
support was turned
to fit thru the end plate and a rib was left at mid point to prevent it from going
further and welded both sides.
The gusset was TIG welded full length at full penetration and the weld continued
around the end of the
gusset about an inch. Welding the bushing annealed the entire mount. Not good
to have a brittle mount ay?
The weld on the original mounts end abruptly with defects and is one of the reasons
the initial cracks
begin there.
Fly Safe if you must fly.
Larry McFarland - 601HDS - Stratus powered Ram Heads - 39.0 hrs and counting.
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