Today's Message Index:
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1. 03:21 PM - Aircraft angle of Incidence in flight and engine cooling (Jeffrey J Paris)
2. 03:34 PM - Re: Aircraft angle of Incidence in flight and engine cooling (Afterfxllc@aol.com)
3. 03:43 PM - Re: Aircraft angle of Incidence in flight and engine cooling (Paul Mulwitz)
4. 03:55 PM - Re: Aircraft angle of Incidence in flight and engine cooling (Bryan Martin)
5. 04:03 PM - Re: Subaru engines for sale (Bryan Martin)
6. 06:10 PM - Re: [Probable Spam] Aircraft angle of Incidence in flight and engine cooling (Larry McFarland)
7. 06:16 PM - Re: Aircraft angle of Incidence in flight and engine cooling (Jeff Davidson)
Message 1
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| Subject: | Aircraft angle of Incidence in flight and engine cooling |
Wizards!
=C2-
Question: =C2-Could the angle of incidence in flight effect the ability of
an engine to cool? =C2-I ask this because, I truly believe that I have my
Bing Carb dialed in as far as EGTs, but in cruise I still have pesky CHT is
sues on cylinder 2,3,4 and #4 is always in the 315F range. =C2-In a sustai
ned climb I, things head for toast quickly!
=C2-
When we purchased our FWF kit from Jabiru USA early version, we figured that
they had everything figured out. =C2-Obviously, in my case although we fo
llowed the install instructions to a tee, we still are playing with all thin
gs engine and cowl. =C2-In terms of the angle of incidence, my friend and
I went flying the other day =C2-and he took a picture of me and I believe
it looks as if that when in cruise my nose of the aircraft is up, which migh
t account for some sort of impeded airflow into the cowl. =C2-I'm asking t
his question, becasue when we all obviously point the nose down in descent w
e get better airrflow and CHT's tend to come down.
=C2-
Any thoughts on this matter.
=C2-
CAVU,
=C2-
Jeff Paris Ni196ZP Jab 3300 Ch601XLB =C2-N127ZP Jab 3300 Eurpoa Monowheel
in drydock
=C2-
Message 2
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| Subject: | Re: Aircraft angle of Incidence in flight and engine cooling |
If it were a properly designed engine it wouldn't matter but being it is a
Jab anything is possible.
I won't touch a Jab 3300 in my shop other than to install water cooled
heads on one because anything else IMHO is a waste of time.
In a message dated 6/26/2011 6:21:43 P.M. Eastern Daylight Time,
jeffrey-j-paris@excite.com writes:
Wizards!
Question: Could the angle of incidence in flight effect the ability of an
engine to cool? I ask this because, I truly believe that I have my Bing
Carb dialed in as far as EGTs, but in cruise I still have pesky CHT issues
on cylinder 2,3,4 and #4 is always in the 315F range. In a sustained climb
I, things head for toast quickly!
When we purchased our FWF kit from Jabiru USA early version, we figured
that they had everything figured out. Obviously, in my case although we
followed the install instructions to a tee, we still are playing with all
things engine and cowl. In terms of the angle of incidence, my friend and I
went flying the other day and he took a picture of me and I believe it looks
as if that when in cruise my nose of the aircraft is up, which might
account for some sort of impeded airflow into the cowl. I'm asking this
question, becasue when we all obviously point the nose down in descent we get
better airrflow and CHT's tend to come down.
Any thoughts on this matter.
CAVU,
Jeff Paris Ni196ZP Jab 3300 Ch601XLB N127ZP Jab 3300 Eurpoa Monowheel in
drydock
(http://www.matronics.com/Navigator?Zenith-List)
(http://www.matronics.com/contribution)
Message 3
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| Subject: | Re: Aircraft angle of Incidence in flight and engine cooling |
Hi Jeff,
I hope to have better info on this in a week or two, but for now all I
can do is comment on the theory . . .
My FWF from the same source included fiberglass ducts - one for each
side of the engine. It also included instructions that said I would
need to adjust the deflectors inside the duct to make all the cylinders
have similar temperatures. I don't see how these deflectors would
impact #2, but 3 and 4 probably need larger deflectors to get more air flow.
This is a normal problem (based on years of comments on this list) and
Pete and his friends at Jabiru USA can probably give you very good
advice over the phone. The more data you can feed them the more they
are likely to tell you the solution on the first pass. You should give
them a call.
I spoke to Pete at Sun n fun (Tornadoes and Mud) and he made some
wonderful comments about how to get the proper jet setup. I forgot the
details but it was something like recording the EGTs in a cruise -full
power- climb and give them a call.
Good luck,
Paul
XL - first engine start -probably- tomorrow.
On 6/26/2011 3:16 PM, Jeffrey J Paris wrote:
> Wizards!
> Question: Could the angle of incidence in flight effect the ability
> of an engine to cool? I ask this because, I truly believe that I have
> my Bing Carb dialed in as far as EGTs, but in cruise I still have
> pesky CHT issues on cylinder 2,3,4 and #4 is always in the 315F range.
> In a sustained climb I, things head for toast quickly!
> When we purchased our FWF kit from Jabiru USA early version, we
> figured that they had everything figured out. Obviously, in my case
> although we followed the install instructions to a tee, we still are
> playing with all things engine and cowl. In terms of the angle of
> incidence, my friend and I went flying the other day and he took a
> picture of me and I believe it looks as if that when in cruise my nose
> of the aircraft is up, which might account for some sort of impeded
> airflow into the cowl. I'm asking this question, becasue when we all
> obviously point the nose down in descent we get better airrflow and
> CHT's tend to come down.
> Any thoughts on this matter.
> CAVU,
> Jeff Paris Ni196ZP Jab 3300 Ch601XLB N127ZP Jab 3300 Eurpoa Monowheel
> in drydock
> *
>
>
> *
Message 4
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| Subject: | Re: Aircraft angle of Incidence in flight and engine cooling |
Make sure that the outlet from the cowl is at least 1 1/2 times the area of the
inlet. Put a lip ahead of the outlet to create a low pressure area to pull the
air out of the cowl. The best way to keep the engine cool is to make sure the
heated air can get OUT of the cowl. Also make sure the baffling is tight inside
the cowl, you have to make sure the cooling air is directed to where it needs
to go and can't leak around the baffling.
On Jun 26, 2011, at 6:16 PM, Jeffrey J Paris wrote:
> Wizards!
>
> Question: Could the angle of incidence in flight effect the ability of an engine
to cool? I ask this because, I truly believe that I have my Bing Carb dialed
in as far as EGTs, but in cruise I still have pesky CHT issues on cylinder
2,3,4 and #4 is always in the 315F range. In a sustained climb I, things head
for toast quickly!
>
> When we purchased our FWF kit from Jabiru USA early version, we figured that
they had everything figured out. Obviously, in my case although we followed the
install instructions to a tee, we still are playing with all things engine
and cowl. In terms of the angle of incidence, my friend and I went flying the
other day and he took a picture of me and I believe it looks as if that when
in cruise my nose of the aircraft is up, which might account for some sort of
impeded airflow into the cowl. I'm asking this question, becasue when we all
obviously point the nose down in descent we get better airrflow and CHT's tend
to come down.
>
> Any thoughts on this matter.
>
> CAVU,
>
> Jeff Paris Ni196ZP Jab 3300 Ch601XLB N127ZP Jab 3300 Eurpoa Monowheel in drydock
--
Bryan Martin
N61BM, CH 601 XL,
RAM Subaru, Stratus re-drive.
do not archive.
Message 5
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| Subject: | Re: Subaru engines for sale |
If you were more centrally located, I'm sure you would get more interest in those
engines. Being located near the far north-east corner of the continent, it's
a long trip for most people who might be interested in them to travel to pick
them up.
On Jun 23, 2011, at 8:35 AM, Michel Therrien wrote:
> Hello Group!
>
> It seems that the times of the Soobs is over ;-)... I did not receive a single
sign of interest for my engines, parts, accessories, cowling and mount....
Soon (probably next weekend), I will disassemble that and bring the whole stuff
to a metal recyling business... That would be a pretty bad ending for those
engines...
>
> Michel
> do not archive
>
--
Bryan Martin
N61BM, CH 601 XL,
RAM Subaru, Stratus re-drive.
do not archive.
Message 6
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| Subject: | Aircraft angle of Incidence in flight |
and engine cooling
HI Jeff,
I fly a Subaru, but the problem you relate is similar in that I found
that I have a much cooler engine when the prop is set long
to 17-1/2 degrees using a Warp Drive 70 inch dia. When I had the prop
set at 15 to 16 degrees I found myself with higher engine temps, nose a
little up, which on a hot day makes a serious difference. With the
long prop the engine pulls thru a faster airspeed and the angle of
incidence will change to bring the nose down and the center of lift back
on the wing. Higher speed, lower temps and lift moving rearward.
Again it=99s a Subaru and being a bit slower than the Jabaru 3300,
there=99s still a best speed. Mine is 133 mph wide open with long
pitch on the prop. The nose is much more level or even trimmed down a
bit in level flight at 125 mph or better. Perhaps that=99s why
you=99re seeing your plane=99s flying less efficiently.
Check out that prop pitch!
Take care, Fly safe,
Larry McFarland 601HDS at www.macsmachine.com
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Jeffrey J
Paris
Sent: Sunday, June 26, 2011 5:17 PM
Subject: [Probable Spam] Zenith-List: Aircraft angle of Incidence in
flight and engine cooling
Wizards!
Question: Could the angle of incidence in flight effect the ability of
an engine to cool? I ask this because, I truly believe that I have my
Bing Carb dialed in as far as EGTs, but in cruise I still have pesky CHT
issues on cylinder 2,3,4 and #4 is always in the 315F range. In a
sustained climb I, things head for toast quickly!
When we purchased our FWF kit from Jabiru USA early version, we figured
that they had everything figured out. Obviously, in my case although we
followed the install instructions to a tee, we still are playing with
all things engine and cowl. In terms of the angle of incidence, my
friend and I went flying the other day and he took a picture of me and
I believe it looks as if that when in cruise my nose of the aircraft is
up, which might account for some sort of impeded airflow into the cowl.
I'm asking this question, becasue when we all obviously point the nose
down in descent we get better airrflow and CHT's tend to come down.
Any thoughts on this matter.
CAVU,
Jeff Paris Ni196ZP Jab 3300 Ch601XLB N127ZP Jab 3300 Eurpoa Monowheel
in drydock
Message 7
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| Subject: | Re: Aircraft angle of Incidence in flight and engine cooling |
Interestingly, I have just put a deflector over cylinder number two on my Jabiru
3300 (solid lifters & wide fins). I had the temperatures pretty well straightened
out, but in cruise at 2800 RPM number 2 would heat up. I tested the deflector
today with good results so far. Now the odd side could get a little lower.
Mine are the air plenums with the holes for the spark plugs. Later ones
cover the spark plugs and the wires. Mine will be at Oshkosh!
Jeff D
-----Original Message-----
From: Paul Mulwitz
Sent: Jun 26, 2011 6:39 PM
Subject: Re: Zenith-List: Aircraft angle of Incidence in flight and engine cooling
Hi Jeff,
I hope to have better info on this in a week or two, but for now all I can do is
comment on the theory . . .
My FWF from the same source included fiberglass ducts - one for each side of the
engine. It also included instructions that said I would need to adjust the
deflectors inside the duct to make all the cylinders have similar temperatures.
I don't see how these deflectors would impact #2, but 3 and 4 probably need
larger deflectors to get more air flow.
This is a normal problem (based on years of comments on this list) and Pete and
his friends at Jabiru USA can probably give you very good advice over the phone.
The more data you can feed them the more they are likely to tell you the
solution on the first pass. You should give them a call.
I spoke to Pete at Sun n fun (Tornadoes and Mud) and he made some wonderful comments
about how to get the proper jet setup. I forgot the details but it was
something like recording the EGTs in a cruise -full power- climb and give them
a call. do not archive
Good luck,
Paul
XL - first engine start -probably- tomorrow.
On 6/26/2011 3:16 PM, Jeffrey J Paris wrote:
Wizards!
Question: Could the angle of incidence in flight effect the ability of an engine
to cool? I ask this because, I truly believe that I have my Bing Carb dialed
in as far as EGTs, but in cruise I still have pesky CHT issues on cylinder
2,3,4 and #4 is always in the 315F range. In a sustained climb I, things head
for toast quickly!
When we purchased our FWF kit from Jabiru USA early version, we figured that they
had everything figured out. Obviously, in my case although we followed the
install instructions to a tee, we still are playing with all things engine and
cowl. In terms of the angle of incidence, my friend and I went flying the other
day and he took a picture of me and I believe it looks as if that when in
cruise my nose of the aircraft is up, which might account for some sort of impeded
airflow into the cowl. I'm asking this question, becasue when we all obviously
point the nose down in descent we get better airrflow and CHT's tend
to come down.
Any thoughts on this matter.
CAVU,
Jeff Paris Ni196ZP Jab 3300 Ch601XLB N127ZP Jab 3300 Eurpoa Monowheel in drydock
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