Today's Message Index:
----------------------
1. 07:03 AM - Winter flying...... (Phil Raker)
2. 07:22 AM - Re: Winter flying...... (Hinde, Frank George (Corvallis))
3. 03:04 PM - Re: Winter flying...... (The Meiste's)
4. 03:20 PM - Jetting Stratus Bing Carbureters (Larry McFarland)
5. 03:31 PM - Re: Winter flying...... (Larry McFarland)
6. 03:37 PM - Jetting Stratus Bing Carbureters (Larry McFarland)
7. 04:22 PM - Re: Jetting Stratus Bing Carbureters (The Meiste's)
8. 10:40 PM - Re: Jetting Stratus Bing Carbureters (gary)
Message 1
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| Subject: | Winter flying...... |
--> Stratus-List message posted by: Phil Raker <phadr1@yahoo.com>
Larry,
To what the others had said, I'd only add --> What's the coldest weather
in which you'd drive a Subaru equipped with an EA-81 engine? That's the
coldest you should fly in. As long as you're not in icing conditions, the
plane shouldn't care, may even fly better in the cold.
Phil Raker N556P HDS/Stratus ~85% completed
--> Stratus-List message posted by: "Larry McFarland" <larrymc@qconline.com>
Hi guys,
My Stratus powered 601 is in its first winter season and temperatures have
dropped to the low teens. I'm wondering how cold is too cold to fly. Given
that the engine is kept warm, will it be able to stay at normal operating
temps, or are there things needed to keep it going? I'm looking at reducing
radiator exposure a bit, but not sure how much. Are there any other problems
out there?
Larry McFarland - 601HDS
__________________________________
http://my.yahoo.com
Message 2
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| Subject: | Winter flying...... |
--> Stratus-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
It will but remember if there is any water in the tanks it will be
ice...As long as you have been diligent in draining the tanks when it
was above freezing it should be just fine.
I'd be more worried about keeping myself warm....:)
Frank
Zodiac, Stratus 350 hours
-----Original Message-----
From: owner-stratus-list-server@matronics.com
[mailto:owner-stratus-list-server@matronics.com] On Behalf Of Phil Raker
Subject: Stratus-List: Winter flying......
--> Stratus-List message posted by: Phil Raker <phadr1@yahoo.com>
Larry,
To what the others had said, I'd only add --> What's the coldest
weather in which you'd drive a Subaru equipped with an EA-81 engine?
That's the coldest you should fly in. As long as you're not in icing
conditions, the plane shouldn't care, may even fly better in the cold.
Phil Raker N556P HDS/Stratus ~85% completed
--> Stratus-List message posted by: "Larry McFarland"
--> <larrymc@qconline.com>
Hi guys,
My Stratus powered 601 is in its first winter season and temperatures
have
dropped to the low teens. I'm wondering how cold is too cold to fly.
Given that the engine is kept warm, will it be able to stay at normal
operating temps, or are there things needed to keep it going? I'm
looking at reducing radiator exposure a bit, but not sure how much. Are
there any other problems out there?
Larry McFarland - 601HDS
__________________________________
http://my.yahoo.com
Message 3
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| Subject: | Re: Winter flying...... |
--> Stratus-List message posted by: "The Meiste's" <meiste@essex1.com>
> It will but remember if there is any water in the tanks it will be
> ice...As long as you have been diligent in draining the tanks when it
> was above freezing it should be just fine.
++++++++++++++++++++++++++++++++++++++++++
Thanks for jarring my brain on this Frank.
Has anyone ever noticed water come out of their header tank (that's all I
have) when you drain the gasolator?
I have the standard ZAC 16 gal header tank & ZAC gasolator located low on
the firewall and have yet to see any water in my inspection jar. Like Larry
I'm in northern IL. not Arizona???
Kelly
601 HD
Message 4
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| Subject: | Jetting Stratus Bing Carbureters |
--> Stratus-List message posted by: "Larry McFarland" <larrymc@qconline.com>
Hi guys, (fellow Stratus EA-81 users)
I think it's time to put the experience of re-jetting Stratus-Bing carbs into the
archives. Perhaps it'll reduce your time and expense of "discovery". The "Bing
Carburettors Aircraft Tuning & Parts Manual" is needed to fully visualize
this information. Bing can be reached at 1-800-309-2464 weekdays and it's only
$8.00. (Yes, the spelling is correct) The manual is a good parts-identifier
and primer for getting correct mixture, but you have to do the guesswork till
it's right, so for the Stratus, that's what this piece is about.
My Stratus engine with Bing carburetor's initially came with No.40 idle mixture-jets
adjusted 2-turns from closed, 164 main jets and 2.72 mid-range jets. (Note;
all jets have the number stamped on each one.) The mid-range jet-needles came
with 2 scribed rings on their diameters for identification and on the jet-needle
4 snap-ring notches, the circlips were set at the #2 position or second
notch from the top.
Ram Performance installed new S.S. valves, springs and guides. The rework also
provides more airflow, so increased jet sizes are recommended by Ron at Ram to
get a target cruise EGT of 1350-degrees. Mykal at Stratus says 1400 to 1500
degrees is fine with an upper limit short duration 1600-degrees.
With high EGTs, I changed to 170 main jets. EGTs came down, but were too high
for takeoff rpms. 180 main jets were tried but the engine ran rough with these.
With 174 mains, the plane flew well. EGTs reached 1400 degrees at 4200 rpm. (Still
too high for higher rpms) The mid-range jet-needle was set higher to enrich
fuel mixture by moving the circlip from #2 notch down to the #3 notch. This
made a serious difference and I could cruise at 4600 rpm all day at 1390 degrees
EGT. At full 5100, the EGT would still slowly climb above 1450-degrees, which
I felt might be high for continuous running.
Without initially knowing, I changed out the air filters to K&N types because of
concern for the foam. This reduced air resistance into the carburetors, provided
more air, leaner mixture and increased EGTs. Cool weather also seemed to
increase EGTs.
On a Bing phone inquiry/discussion, the technical rep was surprised I had not yet
increased mid-range jetting and suggested I replace 2.72 with 2.76 jets and
lower the needles one notch to see if the equivalent of a one-jet change would
work. 174 mains were also changed to 176 jets. A 3500-rpm run-up with brakes
brought EGTs to 1400-degrees rather quickly. The needle jet was then raised
by re-setting the circlip down to #3 notch and the EGTs climbed to 1290 at 3500-rpm,
but no higher. Quite a difference!
Was anxious to fly these jet and needle settings to see what happens at higher
rpms. Today, at 40-degrees, winds at 10, I taxied to 31 and holding short, watched
pre-heated oil reach 240 until clearance was given for takeoff. Climb out
was impressive, and EGTs were slow to climb to 1450 at 5100, so I reduced rpms
to 4400 and turned south to the practice area and EGTs came down to 1435.
Rpms were lowered to a comfortable 4300 and EGTs stabilized at 1420. The largest
change from increasing jet sizes was the slow mid range climb through 1400
on takeoff. I flew an hour and then returned to land on 27. All other temps
were normal throughout the flight.
Back at the hangar, the K&N type air filters were removed and replaced with the
original foam types to see if they would make a difference. Went home for lunch.
Afterward, I refueled the plane and taxied out in 16 mph winds to lift off
very quickly from 31. The EGT rise was slower and never got past 1420 on takeoff.
After leveling the plane, I headed south for 15 minutes. Rpms were set
back to 4350 and EGTs settled in at 1375. There's still about a 40-degree difference
from the right to left sides. I tried raising the rpms to 5000 and the
EGTs would level out at 1425. The old foam filters had a much greater impact
on mixture than I'd have thought. EGTs are satisfactory to this point as I
can cruise at 115 to 120 without getting much beyond a 1400-degree limit.
My Engine timing is set to 30-degrees at 4500 rpm. I haven't seen evidence that
re-timing 1 or 2 degrees either way helped it run better. Plugs soot up at idle
and plug color doesn't offer exact information, so I purchased a high-compression
Colortune plug from Bing. This will permit actually seeing the mixture
and rpms from idle to 4000, but no further. Haven't used it yet as focus has
been on the high end and getting Horsepower at lower EGTs. I expect to install
an O2 sensor to confirm running mixtures when the jet settings have been flown.
EGT sensors are installed 3-1/2" from the exhaust flange in the top of the first
straight after the bend. They are a probe-type secured by a hose-clamp that
also grips a belting heat wrap on the exhaust pipes to protect the cowling.
All engine data is displayed on a Grand Rapids Technologies E I S. This thing
is indispensable for showing all real-time engine parameters and immediately displaying
an alarm-light while pointing out any out-of-limit condition. It's
an easy set-up too!
Earlier this season, the radiator was moved back as a P51, to where
it was and it works very well.
Please forgive the lengthy diatribe, but the archives needed specific jet and needle
setting information for this engine. That's as much as I know at this time.
If you've been there done that, have a comment or objection, please do, so
we can all compare notes and learn from the collective experience.
Thanks guys,
Larry McFarland - 601HDS with Stratus Subaru and Ram Performance heads
at www.macsmachine.com
Message 5
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| Subject: | Re: Winter flying...... |
--> Stratus-List message posted by: "Larry McFarland" <larrymc@qconline.com>
Kelly,
For the moment, I'm also flying only the header and to avoid condensing
water,
I fill the tank right after flying. The best way to avoid the problem is by
reducing the open area in the tank each time you've flown. I used to see
water in the club Cessna when it wasn't filled after a last flight.
Larry
do not archive
----- Original Message -----
From: "The Meiste's" <meiste@essex1.com>
Subject: Re: Stratus-List: Winter flying......
> --> Stratus-List message posted by: "The Meiste's" <meiste@essex1.com>
>
>> It will but remember if there is any water in the tanks it will be
>> ice...As long as you have been diligent in draining the tanks when it
>> was above freezing it should be just fine.
> ++++++++++++++++++++++++++++++++++++++++++
>
> Thanks for jarring my brain on this Frank.
> Has anyone ever noticed water come out of their header tank (that's all I
> have) when you drain the gasolator?
> I have the standard ZAC 16 gal header tank & ZAC gasolator located low on
> the firewall and have yet to see any water in my inspection jar. Like
> Larry
> I'm in northern IL. not Arizona???
>
> Kelly
> 601 HD
>
>
>
Message 6
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| Subject: | Jetting Stratus Bing Carbureters |
--> Stratus-List message posted by: "Larry McFarland" <larrymc@qconline.com>
Hi guys, (fellow Stratus EA-81 users)
I think it's time to put the experience of re-jetting Stratus-Bing carbs into the
archives. Perhaps it'll reduce your time and expense of "discovery". The "Bing
Carburettors Aircraft Tuning & Parts Manual" is needed to fully visualize
this information. Bing can be reached at 1-800-309-2464 weekdays and it's only
$8.00. (Yes, the spelling is correct) The manual is a good parts-identifier
and primer for getting correct mixture, but you have to do the guesswork till
it's right, so for the Stratus, that's what this piece is about.
My Stratus engine with Bing carburetor's initially came with No.40 idle mixture-jets
adjusted 2-turns from closed, 164 main jets and 2.72 mid-range jets. (Note;
all jets have the number stamped on each one.) The mid-range jet-needles came
with 2 scribed rings on their diameters for identification and on the jet-needle
4 snap-ring notches, the circlips were set at the #2 position or second
notch from the top.
Ram Performance installed new S.S. valves, springs and guides. The rework also
provides more airflow, so increased jet sizes are recommended by Ron at Ram to
get a target cruise EGT of 1350-degrees. Mykal at Stratus says 1400 to 1500
degrees is fine with an upper limit short duration 1600-degrees.
With high EGTs, I changed to 170 main jets. EGTs came down, but were too high
for takeoff rpms. 180 main jets were tried but the engine ran rough with these.
With 174 mains, the plane flew well. EGTs reached 1400 degrees at 4200 rpm. (Still
too high for higher rpms) The mid-range jet-needle was set higher to enrich
fuel mixture by moving the circlip from #2 notch down to the #3 notch. This
made a serious difference and I could cruise at 4600 rpm all day at 1390 degrees
EGT. At full 5100, the EGT would still slowly climb above 1450-degrees, which
I felt might be high for continuous running.
Without initially knowing, I changed out the air filters to K&N types because of
concern for the foam. This reduced air resistance into the carburetors, provided
more air, leaner mixture and increased EGTs. Cool weather also seemed to
increase EGTs.
On a Bing phone inquiry/discussion, the technical rep was surprised I had not yet
increased mid-range jetting and suggested I replace 2.72 with 2.76 jets and
lower the needles one notch to see if the equivalent of a one-jet change would
work. 174 mains were also changed to 176 jets. A 3500-rpm run-up with brakes
brought EGTs to 1400-degrees rather quickly. The needle jet was then raised
by re-setting the circlip down to #3 notch and the EGTs climbed to 1290 at 3500-rpm,
but no higher. Quite a difference!
Was anxious to fly these jet and needle settings to see what happens at higher
rpms. Today, at 40-degrees, winds at 10, I taxied to 31 and holding short, watched
pre-heated oil reach 240 until clearance was given for takeoff. Climb out
was impressive, and EGTs were slow to climb to 1450 at 5100, so I reduced rpms
to 4400 and turned south to the practice area and EGTs came down to 1435.
Rpms were lowered to a comfortable 4300 and EGTs stabilized at 1420. The largest
change from increasing jet sizes was the slow mid range climb through 1400
on takeoff. I flew an hour and then returned to land on 27. All other temps
were normal throughout the flight.
Back at the hangar, the K&N type air filters were removed and replaced with the
original foam types to see if they would make a difference. Went home for lunch.
Afterward, I refueled the plane and taxied out in 16 mph winds to lift off
very quickly from 31. The EGT rise was slower and never got past 1420 on takeoff.
After leveling the plane, I headed south for 15 minutes. Rpms were set
back to 4350 and EGTs settled in at 1375. There's still about a 40-degree difference
from the right to left sides. I tried raising the rpms to 5000 and the
EGTs would level out at 1425. The old foam filters had a much greater impact
on mixture than I'd have thought. EGTs are satisfactory to this point as I
can cruise at 115 to 120 without getting much beyond a 1400-degree limit.
My Engine timing is set to 30-degrees at 4500 rpm. I haven't seen evidence that
re-timing 1 or 2 degrees either way helped it run better. Plugs soot up at idle
and plug color doesn't offer exact information, so I purchased a high-compression
Colortune plug from Bing. This will permit actually seeing the mixture
and rpms from idle to 4000, but no further. Haven't used it yet as focus has
been on the high end and getting Horsepower at lower EGTs. I expect to install
an O2 sensor to confirm running mixtures when the jet settings have been flown.
EGT sensors are installed 3-1/2" from the exhaust flange in the top of the first
straight after the bend. They are a probe-type secured by a hose-clamp that
also grips a belting heat wrap on the exhaust pipes to protect the cowling.
All engine data is displayed on a Grand Rapids Technologies E I S. This thing
is indispensable for showing all real-time engine parameters and immediately displaying
an alarm-light while pointing out any out-of-limit condition. It's
an easy set-up too!
Earlier this season, the radiator was moved back as a P51, to where
it was and it works very well.
Please forgive the lengthy diatribe, but the archives needed specific jet and needle
setting information for this engine. That's as much as I know at this time.
If you've been there done that, have a comment or objection, please do, so
we can all compare notes and learn from the collective experience.
Thanks guys,
Larry McFarland - 601HDS with Stratus Subaru and Ram Performance heads
at www.macsmachine.com
Message 7
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| Subject: | Re: Jetting Stratus Bing Carbureters |
--> Stratus-List message posted by: "The Meiste's" <meiste@essex1.com>
Larry,
Thanks for taking the time to write & post your findings on the Bing
Jetting, very interesting!
I'll be sure to file this one for future reference. I was especially
intrigued by the difference in your findings when changing air filters.
Anyway nice to hear things are coming together for you.
Stay warm,
Kelly
Do not archive
Message 8
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| Subject: | Re: Jetting Stratus Bing Carbureters |
--> Stratus-List message posted by: "gary" <FlyinK@Efortress.com>
> Larry,
> Thanks for taking the time to write & post your findings on the Bing
> Jetting, very interesting!
yes, thanks very much Larry - much appreciated.
gary
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