Today's Message Index:
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1. 09:29 AM - Re: Titan 340CC Carb nozzle - I'd like to try in a Tiger (boxereighty@AOL.COM)
2. 04:21 PM - powerflow muffler (cloudvalley@comcast.net)
3. 05:46 PM - Re: powerflow muffler (BILL9725@AOL.COM)
Message 1
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| Subject: | Re: Titan 340CC Carb nozzle - I'd like to try in a Tiger |
=0AWhat are the "problems" that we are seeing with Tiger car
bs? Mine has=0Aworked well since 1981.=0A=0A=0AThe question abo
ut "problems" with the O360 in our Tigers is a good one.
The engine in my Tiger has been in the plane now for
25 years and a little over 3000 hours and . Early Top OH
for valve wobble in late '80s, Major OH with Millennium C
ylinders in 2005, & 1000 hrs since that OH. The # 2 cyli
nder runs lean and hot at full throttle. I am positive it
did that before the JPI was installed in 1997 and it conti
nues to do that to this day. This is absolutely a function
of fuel distribution. And this trend extends over 2 differe
nt carbs, polished intake ducting, air box overhaul and both
Lycoming AND Millennium cylinders. And don' even get into baff
ling - mine is excellent and has never been a problem. The
"problem" is the fuel distribution and the result has been
5 replaced exhaust valves in the #2 cylinder due to wobble
and burning since 1981 (3500hrs =C2=B1). =0A=0ASince I live at
an altitude of 6500msl I can control egts simply with the
mixture and can leave the throttle at the firewall for th
e entire climb to cruise but at sea level I've tried pushi
ng the mixture through the panel and it doesn't work. It o
nly gets so rich, and for #2 that isn't rich enough. Fl
ying home from annual at Fletchair's in central Texas, field
elevation was a low 2100msl, OAT 68F the #2 egt at full
throttle was 1375 on take-off roll while the others were var
iously between 1340 and 1300. From home base I normally clim
b out at full throttle/2500rpm but the only way to get the
egt down and prevent the CHT's from exceeding 425 below 5
000msl is to pull the MP back to 24inches and give up so
me climb performance (It still is way better than my Senseni
ch which would climb less than 2500rpm at 90k). Now had
my plane not been equipped with an engine analyzer I would
not have "had" a problem. But I would have flown the engin
e with #2 cylinder CHT around 450 until level off at 10,00
0msl. This results in shorter exhaust valve life and that tr
end is reflected in this engines extended history. Pulling the
power back during climb prevents this, and most C/S prop
planes I have flown call for an rpm and mp reduction after
initial Take-Off anyway so this isn't really unusual. BUT:
If the fuel distribution to all the cylinders was better I
could have continued my full power climb and saved a couple
minutes getting to 10,000. =0A=0AI am certain there is nothing
"wrong" with my engine, other than having a carb. In crui
se at 75% or less power the egt's generally are within 50
degrees of each other and the CHT's run below 390 on the
JPI. At long range cruise I can run LOP with cht's all b
elow 350 and egts within 20 degrees of each other. But
when you push the throttle to the stop the spread will top
175 because of the poor fuel distribution inherent in a c
arburetor equipped engine. And with the C/S prop I can fly
entire flights from TO to pulling the power to extend the
flaps for landing with the throttle at MAX (including descent)
. So this last bit of throttle travel resulting in such la
rge EGT and CHT spreads IS an operational factor. PROBLEM? N
ot really, but an undesirable characteristic, for sure. =0A=0ATh
e way I see it - maybe a different carb nozzle could mak
e fuel distribution BETTER but the only real "FIX" is a pa
rallel valve, injected O360 engine with balanced GAMI injectors.
The CARB is the problem and the FIX will be to eliminat
e it from the plane. =0A=0ABrent Smith=0AN28386/1N1=0A=0A=0A
Message 2
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| Subject: | powerflow muffler |
Hello,
=C2-We are wondering if the powerflow muffler has resulted in a marked fu
el/performance improvement for anyone who has one installed on their AA5B
=C2-in the group?
Thanks.
B& R
Message 3
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| Subject: | Re: powerflow muffler |
Hi
I am sure there are plenty of us with the Power Flow and we can pile on.
But here is my little piece, installed power flow with Jaguar Cowling, so
have to be careful about what effect each had. But some general
assumptions.
1. Engine runs a lot smoother, seems to even out the pulses and of
course reduce fuel burn. At both 70-75% at almost all altitudes, from 10.9 hr
to 9.5, gph,of course a lot had to do with the outstanding cowling, but same
power output and that much savings really means it is real.
2. On take off before even with strong engine would have to gather
itself up after lift off before climb would establish. Now lift off is much
faster than before and climb starts right off the runway. Climb rate at 90
knots went from usually book, 750-850 depending on weight, now 1000-1,200
with same conditions. Climb at altitude up even better, over 6,000 ft before
600-700, now 800-1,000 same speeds.
3. Actual speed, impossible to say, because of extra improvements but
easy to say over 6 knots below 6000, over 10 knots above Can easily reach 150
knots over 5,000 ft. Max altitude before with strong engine, easy to
reach 14,000, now so far beyond that have not had OX on board to find out. Can
hold 2,700 RPM well past 13,000. Summer in CA central valley would require
extra cooling, now not necessary, probably all due to cowling. Originally
when trying to lean to peak on JPI, max lean in summer would make CHT rise
all during flight, now no difference, and before LOP was impossible, now
can be easy to reach, before lean too far and CHT would start going nuts,
now can lean to quit and no CHT changes.
So is it worth it? You be the judge. Do see Gary at AU Country for best
deal though.
Bill Stigile
In a message dated 9/28/2014 4:21:53 P.M. Pacific Daylight Time,
cloudvalley@comcast.net writes:
Hello,
We are wondering if the powerflow muffler has resulted in a marked
fuel/performance improvement for anyone who has one installed on their AA5B in
the
group?
Thanks.
B& R
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