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billderou(at)yahoo.com
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 Posted: Tue Sep 19, 2006 4:12 pm Post subject: Cylinder head temps |
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I have 31 hours on my IO-540 and the oil consumption is very low. Engine monitor is an EIS 6000 and I have set the cylinder head temp limit to 435F. Problem is the #1 cylinder is 30F degrees hotter than all the others and will quickly reach its limit on an 80 degree ambient day climbing at 120mph, 25"/2600 rpm. Pushing the nose down to 140mph and backing off the power will of course help. But, its still quite a dance to just keep the temps from increasing and the aircraft climbing.
The #1 cylinder is always the hottest and the #3 the coldest. From this I assume the front dam needs to be trimmed down. I talked to another pilot at Vans Homecoming and the highest CHT he has seen is 360. His high EGT's were also in the low 1300, whereas I am seeing EGT's of 1525.
Cowling inlet and outlet are purely stock. I do not have the hot tunnel problem. Climbing at full rich or leaned conservately (~1250 EGT) does not seem to make much difference.
What is the experience of others flying? Is the temp distribution such that the #1 is hottest and #3 coolest? Looking at my CHT & EGT is my engine monitor out of calibration? Is watching the CHT's during climb a normal activity or never of interest?
Would appreciate your experiences,
Bill DeRouchey
billderou(at)yahoo.com (billderou(at)yahoo.com)
flying fast, climbing slow
[quote][b]
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mritter509(at)msn.com
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| Posted: Tue Sep 19, 2006 4:48 pm Post subject: Cylinder head temps |
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Bill,
The CHT on cyl. #1 and #2 were running in the 415 - 420 degree range with
the other cyl running under 400 degrees. I took the air dams off and the
CHT on 1 and 2 are now in line with cyl 3, 4 ,5 and 6 at approx 365 - 375
degrees. I had a high EGT on a couple of cyl but after cleaning the
injectors its no longer a problem. EGT's are running well below 1400 so I'm
happy.
I believe Lycoming recommends keeping the CHT under 400 and the EGT under
1400. I have right at 30 hours on my IO-540 also with very low oil
consumption. Oil sample analysis looked good at 25 hour oil change.
Mark
| Quote: | From: Bill DeRouchey <billderou(at)yahoo.com>
Reply-To: rv10-list(at)matronics.com
To: rv10-list(at)matronics.com
Subject: Cylinder head temps
Date: Tue, 19 Sep 2006 17:11:14 -0700 (PDT)
I have 31 hours on my IO-540 and the oil consumption is very low. Engine
monitor is an EIS 6000 and I have set the cylinder head temp limit to 435F.
Problem is the #1 cylinder is 30F degrees hotter than all the others and
will quickly reach its limit on an 80 degree ambient day climbing at
120mph, 25"/2600 rpm. Pushing the nose down to 140mph and backing off the
power will of course help. But, its still quite a dance to just keep the
temps from increasing and the aircraft climbing.
The #1 cylinder is always the hottest and the #3 the coldest. From this
I assume the front dam needs to be trimmed down. I talked to another pilot
at Vans Homecoming and the highest CHT he has seen is 360. His high EGT's
were also in the low 1300, whereas I am seeing EGT's of 1525.
Cowling inlet and outlet are purely stock. I do not have the hot tunnel
problem. Climbing at full rich or leaned conservately (~1250 EGT) does not
seem to make much difference.
What is the experience of others flying? Is the temp distribution such
that the #1 is hottest and #3 coolest? Looking at my CHT & EGT is my engine
monitor out of calibration? Is watching the CHT's during climb a normal
activity or never of interest?
Would appreciate your experiences,
Bill DeRouchey
billderou(at)yahoo.com
flying fast, climbing slow
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pitts_pilot(at)bellsouth.
Guest
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| Posted: Tue Sep 19, 2006 4:58 pm Post subject: Cylinder head temps |
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Bill, put a light in the lower cowl and look down through the head fins near the spark plug. There may be mold flashing blocking the airflow. A round jewelers file or even a long drill will clean it up. Hope this helps. I know some smaller lycs have this problem but don't know if it shows up on the 540s.
Linn
do not archive
Bill DeRouchey wrote:
[quote] I have 31 hours on my IO-540 and the oil consumption is very low. Engine monitor is an EIS 6000 and I have set the cylinder head temp limit to 435F. Problem is the #1 cylinder is 30F degrees hotter than all the others and will quickly reach its limit on an 80 degree ambient day climbing at 120mph, 25"/2600 rpm. Pushing the nose down to 140mph and backing off the power will of course help. But, its still quite a dance to just keep the temps from increasing and the aircraft climbing.
The #1 cylinder is always the hottest and the #3 the coldest. From this I assume the front dam needs to be trimmed down. I talked to another pilot at Vans Homecoming and the highest CHT he has seen is 360. His high EGT's were also in the low 1300, whereas I am seeing EGT's of 1525.
Cowling inlet and outlet are purely stock. I do not have the hot tunnel problem. Climbing at full rich or leaned conservately (~1250 EGT) does not seem to make much difference.
What is the experience of others flying? Is the temp distribution such that the #1 is hottest and #3 coolest? Looking at my CHT & EGT is my engine monitor out of calibration? Is watching the CHT's during climb a normal activity or never of interest?
Would appreciate your experiences,
Bill DeRouchey
billderou(at)yahoo.com (billderou(at)yahoo.com)
flying fast, climbing slow
[b]
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coop85(at)bellsouth.net
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| Posted: Tue Sep 19, 2006 5:05 pm Post subject: Cylinder head temps |
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Bill,
Before you start cutting, I recommend you swap the #1 and 3 CHT sensors. I have the exact same situation and found after switching the probes the #1 position on the monitor was still hot which means it’s the sensor/monitor not the cylinder. I called GRT and it turns out they calibrate the monitor there and are sending me another monitor to test if I get the same readings. If I do, then the probe is probably off and there is no way to calibrate it and I’ll get a new probe. Since we both have the same setup and are getting the same readings, I wonder if some monitors went out with bad calibration on the #1 CHT position.
I’ll update as soon as I get the new monitor regarding any changes.
Marcus
Do not archive
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Bill DeRouchey
Sent: Tuesday, September 19, 2006 8:11 PM
To: rv10-list(at)matronics.com
Subject: Cylinder head temps
I have 31 hours on my IO-540 and the oil consumption is very low. Engine monitor is an EIS 6000 and I have set the cylinder head temp limit to 435F. Problem is the #1 cylinder is 30F degrees hotter than all the others and will quickly reach its limit on an 80 degree ambient day climbing at 120mph, 25"/2600 rpm. Pushing the nose down to 140mph and backing off the power will of course help. But, its still quite a dance to just keep the temps from increasing and the aircraft climbing.
The #1 cylinder is always the hottest and the #3 the coldest. >From this I assume the front dam needs to be trimmed down. I talked to another pilot at Vans Homecoming and the highest CHT he has seen is 360. His high EGT's were also in the low 1300, whereas I am seeing EGT's of 1525.
Cowling inlet and outlet are purely stock. I do not have the hot tunnel problem. Climbing at full rich or leaned conservately (~1250 EGT) does not seem to make much difference.
What is the experience of others flying? Is the temp distribution such that the #1 is hottest and #3 coolest? Looking at my CHT & EGT is my engine monitor out of calibration? Is watching the CHT's during climb a normal activity or never of interest?
Would appreciate your experiences,
Bill DeRouchey
billderou(at)yahoo.com (billderou(at)yahoo.com)
flying fast, climbing slow
01234567890123
[quote][b]
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AV8ORJWC
Joined: 13 Jul 2006
Posts: 1149
Location: Aurora, Oregon "Home of VANS"
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| Posted: Tue Sep 19, 2006 5:21 pm Post subject: Cylinder head temps |
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George Braly posted to the Lancair group just yesterday the controversial position on the importance of CHT limits of 430F. It was not about EGTs which are an indication of power output and which side of the F/A mixture you lean to. As Tim knows, I don’t need to start another war on the detrimental effects of aluminum degradation at higher temperatures (Mine) and the advantage of convective cooling of aluminum cylinder heads in the time given during climbs.
But here is a point to ponder between pounding rivets. One cylinder rests in the Lee (sheltered behind the front baffle) of the prevailing ram air flow. Another is safely in the middle with a balanced and reasonable flow on the top, the aft and the forward fins getting plenty of cooling. A Third is parked at the point of turbidity where builders think air will willingly make a violent high velocity 90 degree bend in direction without interruption of flow. That location also has an aluminum shield reflecting heat back onto it and defeating convective cooling. Hence, George’s (GAMI and Cirrus Designs Zen like pursuit of effective flow) using modified baffles, gaskets and donuts. Airflow through a rectangular opening is not as effective in flow as a perfect circle. (that is contrary to factory design and opinion) “Just built it”. A Bell curve design is great. The goal should be the reduction of turbidity, the manipulation and control of pressure, the application of cooler ram air for a longer period in contact with the target material to allow more convective transfer and longer component life.
It is only a premise (Mine) that the factory stock cowl leaves a lot of points on the table for reduced aperture area in a High Alpha, prolonged climb. As turbidity is introduced, the higher pressure air flows backward (just like a fire hose in your mouth) and goes forward and escapes right back out the front nostrils rather than being caressed past all the waiting cooling fins - equitably. Your goal, is to move the sheltered cylinders into the flow path (oh yeh – they are fixed), reduce turbidity and manage the temperature and pressure differentials between the high and the low (the Upper and the Lower cowl). Add to it, the gymnastics of demanding rather than asking the ram ambient air to do a 90 degree course reversal and then flow down, then forward 45 degrees out of the oil cooler into the path (90 degrees) of the converging convective air flowing down through those fins and you might perceive the need to assist (Augment) with the use of more efficiently escaping of exhaust gases to help remove heated air and scavenge with lower pressure to improve cooling. Cool Fins, Cool Oil and keep Tunnels Cool.
The Wholly Cowl is a big leap in the correct direction. (IMHO). George got 23 Lancair guys to invest an entire weekend in Ada, Oklahoma (last year) just to study for those two days this esoteric philosophy. George gave Cirrus the highest marks on temperature extraction from their Continental IO-550s. He makes quite a living improving Beechcraft.
What can be done differently. In the high nose attitude, the ducts are (should be) installed to maximize flow during time of greatest cooling need (80 degrees ambient and slower forward air speeds). The entry ramp should be aerodynamically modified to reduce turbidity (Lopresti) and help the eldest child up front. The baffles are improved, the flow is directed and the back wall is caressingly coerced from aft travel to downward travel of the baby cylinder as well as cooperating with that perfectly well balanced (you can’t do a thing for) middle child with the cool attitude in the middle. Anyone see Andy Chiavetta’s carbon fiber ductwork for Darryl Greenmeyers screaming Legacy at Reno.
Distribution +/- 10 degrees between cylinder readouts is the desire. Are your injectors and cylinders flow balanced (See Monty Barrett at BPE)? Are the probes confirmed as working correctly? Do you know the cost of doing a Top Overhaul if you were off and George is right about 430? This is about Experimentation.
OOPs, I just fell off the soapbox… sorry
John Cox
Do not Archive
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Bill DeRouchey
Sent: Tuesday, September 19, 2006 5:11 PM
To: rv10-list(at)matronics.com
Subject: Cylinder head temps
I have 31 hours on my IO-540 and the oil consumption is very low. Engine monitor is an EIS 6000 and I have set the cylinder head temp limit to 435F. Problem is the #1 cylinder is 30F degrees hotter than all the others and will quickly reach its limit on an 80 degree ambient day climbing at 120mph, 25"/2600 rpm. Pushing the nose down to 140mph and backing off the power will of course help. But, its still quite a dance to just keep the temps from increasing and the aircraft climbing.
The #1 cylinder is always the hottest and the #3 the coldest. From this I assume the front dam needs to be trimmed down. I talked to another pilot at Vans Homecoming and the highest CHT he has seen is 360. His high EGT's were also in the low 1300, whereas I am seeing EGT's of 1525.
Cowling inlet and outlet are purely stock. I do not have the hot tunnel problem. Climbing at full rich or leaned conservately (~1250 EGT) does not seem to make much difference.
What is the experience of others flying? Is the temp distribution such that the #1 is hottest and #3 coolest? Looking at my CHT & EGT is my engine monitor out of calibration? Is watching the CHT's during climb a normal activity or never of interest?
Would appreciate your experiences,
Bill DeRouchey
billderou(at)yahoo.com (billderou(at)yahoo.com)
flying fast, climbing slow
[quote] [b]
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Rick S.
Joined: 12 Feb 2006
Posts: 347
Location: Las Vegas
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ScooterF15
Joined: 19 Jun 2006
Posts: 136
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| Posted: Tue Sep 19, 2006 6:01 pm Post subject: Cylinder head temps |
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Bill,
I had very similar CHT issues initially. My #1 cylinder was (and still is) a bit hotter than the others. I had problems with CHT over temps in a climb. The first thing I looked at was the entrance vs exit area of the cowl. I've heard recommendations that the cowl exit area should be 120 to 133% of the inlet area. This is because the air is being heated and expands on its way through. I looked at some rough estimates on the stock design and it is somewhere between 110 and 120% depending on how you estimate it. Therefore, I took the approach of increasing the exit area to about 133% of the inlet (see my post titled: My tunnel heat fix for details). Although it did reduce the heat in my tunnel, the reason for and result of the change was to reduce my CHTs in a climb.
After the fix I climbed from T/O to 11500' full power at 105 knots and never saw CHTs above about 420 or so.
I am reluctant to trim the #1 cylinder baffle air dam until I fly in some cold weather this winter. I don't want to create a winter over cooling problem while trying to fix a summer over heating problem.
Jim
40134
In a message dated 9/19/2006 8:14:58 P.M. Eastern Daylight Time, billderou(at)yahoo.com writes:
| Quote: | I have 31 hours on my IO-540 and the oil consumption is very low. Engine monitor is an EIS 6000 and I have set the cylinder head temp limit to 435F. Problem is the #1 cylinder is 30F degrees hotter than all the others and will quickly reach its limit on an 80 degree ambient day climbing at 120mph, 25"/2600 rpm. Pushing the nose down to 140mph and backing off the power will of course help. But, its still quite a dance to just keep the temps from increasing and the aircraft climbing.
The #1 cylinder is always the hottest and the #3 the coldest. From this I assume the front dam needs to be trimmed down. I talked to another pilot at Vans Homecoming and the highest CHT he has seen is 360. His high EGT's were also in the low 1300, whereas I am seeing EGT's of 1525.
Cowling inlet and outlet are purely stock. I do not have the hot tunnel problem. Climbing at full rich or leaned conservately (~1250 EGT) does not seem to make much difference.
What is the experience of others flying? Is the temp distribution such that the #1 is hottest and #3 coolest? Looking at my CHT & EGT is my engine monitor out of calibration? Is watching the CHT's during climb a normal activity or never of interest?
Would appreciate your experiences,
Bill DeRouchey
billderou(at)yahoo.com (billderou(at)yahoo.com)
flying fast, climbing slow
| Quote: |
="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
.matronics.com/">http://forums.matronics.com
ronics.com/">http://wiki.matronics.com
://www.matronics.com/contribution">http://www.matronics.com/contribution
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[quote][b]
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pitts_pilot(at)bellsouth.
Guest
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| Posted: Tue Sep 19, 2006 6:13 pm Post subject: Cylinder head temps |
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He didn't make it up, Rick ..... just misused it. Turbidity refers to the clarity of water. If you mangle 'turbulence' bad enough ..... I guess you get 'turbidity'! 
Linn
ricksked(at)earthlink.net (ricksked(at)earthlink.net) wrote:
[quote] (at)font-face { font-family: Tahoma; } (at)page Section1 {size: 8.5in 11.0in; margin: 1.0in 1.25in 1.0in 1.25in; } P.MsoNormal { FONT-SIZE: 12pt; MARGIN: 0in 0in 0pt; FONT-FAMILY: "Times New Roman" } LI.MsoNormal { FONT-SIZE: 12pt; MARGIN: 0in 0in 0pt; FONT-FAMILY: "Times New Roman" } DIV.MsoNormal { FONT-SIZE: 12pt; MARGIN: 0in 0in 0pt; FONT-FAMILY: "Times New Roman" } A:link { COLOR: blue; TEXT-DECORATION: underline } SPAN.MsoHyperlink { COLOR: blue; TEXT-DECORATION: underline } A:visited { COLOR: blue; TEXT-DECORATION: underline } SPAN.MsoHyperlinkFollowed { COLOR: blue; TEXT-DECORATION: underline } PRE { FONT-SIZE: 10pt; MARGIN: 0in 0in 0pt; FONT-FAMILY: "Courier New" } SPAN.EmailStyle18 { COLOR: navy; FONT-FAMILY: Arial } DIV.Section1 { page: Section1 } John, what's "turbidity" I take you for a smart guy but sometimes I think you make words up. 
(I looked it up FWIW)
Rick S.
40185
do not archive
| Quote: | ----- Original Message -----
From: John W. Cox (johnwcox(at)pacificnw.com)
To: rv10-list(at)matronics.com (rv10-list(at)matronics.com)
Sent: Tuesday, September 19, 2006 6:20 PM
Subject: RE: Cylinder head temps
George Braly posted to the Lancair group just yesterday the controversial position on the importance of CHT limits of 430F. It was not about EGTs which are an indication of power output and which side of the F/A mixture you lean to. As Tim knows, I don’t need to start another war on the detrimental effects of aluminum degradation at higher temperatures (Mine) and the advantage of convective cooling of aluminum cylinder heads in the time given during climbs.
But here is a point to ponder between pounding rivets. One cylinder rests in the Lee (sheltered behind the front baffle) of the prevailing ram air flow. Another is safely in the middle with a balanced and reasonable flow on the top, the aft and the forward fins getting plenty of cooling. A Third is parked at the point of turbidity where builders think air will willingly make a violent high velocity 90 degree bend in direction without interruption of flow. That location also has an aluminum shield reflecting heat back onto it and defeating convective cooling. Hence, George’s (GAMI and Cirrus Designs Zen like pursuit of effective flow) using modified baffles, gaskets and donuts. Airflow through a rectangular opening is not as effective in flow as a perfect circle. (that is contrary to factory design and opinion) “Just built it”. A Bell curve design is great. The goal should be the reduction of turbidity, the manipulation and control of pressure, the application of cooler ram air for a longer period in contact with the target material to allow more convective transfer and longer component life.
It is only a premise (Mine) that the factory stock cowl leaves a lot of points on the table for reduced aperture area in a High Alpha, prolonged climb. As turbidity is introduced, the higher pressure air flows backward (just like a fire hose in your mouth) and goes forward and escapes right back out the front nostrils rather than being caressed past all the waiting cooling fins - equitably. Your goal, is to move the sheltered cylinders into the flow path (oh yeh – they are fixed), reduce turbidity and manage the temperature and pressure differentials between the high and the low (the Upper and the Lower cowl). Add to it, the gymnastics of demanding rather than asking the ram ambient air to do a 90 degree course reversal and then flow down, then forward 45 degrees out of the oil cooler into the path (90 degrees) of the converging convective air flowing down through those fins and you might perceive the need to assist (Augment) with the use of more efficiently escaping of exhaust gases to help remove heated air and scavenge with lower pressure to improve cooling. Cool Fins, Cool Oil and keep Tunnels Cool.
The Wholly Cowl is a big leap in the correct direction. (IMHO). George got 23 Lancair guys to invest an entire weekend in Ada, Oklahoma (last year) just to study for those two days this esoteric philosophy. George gave Cirrus the highest marks on temperature extraction from their Continental IO-550s. He makes quite a living improving Beechcraft.
What can be done differently. In the high nose attitude, the ducts are (should be) installed to maximize flow during time of greatest cooling need (80 degrees ambient and slower forward air speeds). The entry ramp should be aerodynamically modified to reduce turbidity (Lopresti) and help the eldest child up front. The baffles are improved, the flow is directed and the back wall is caressingly coerced from aft travel to downward travel of the baby cylinder as well as cooperating with that perfectly well balanced (you can’t do a thing for) middle child with the cool attitude in the middle. Anyone see Andy Chiavetta’s carbon fiber ductwork for Darryl Greenmeyers screaming Legacy at Reno.
Distribution +/- 10 degrees between cylinder readouts is the desire. Are your injectors and cylinders flow balanced (See Monty Barrett at BPE)? Are the probes confirmed as working correctly? Do you know the cost of doing a Top Overhaul if you were off and George is right about 430? This is about Experimentation.
OOPs, I just fell off the soapbox… sorry
John Cox
Do not Archive
From: owner-rv10-list-server(at)matronics.com (owner-rv10-list-server(at)matronics.com) [mailto:owner-rv10-list-server(at)matronics.com (owner-rv10-list-server(at)matronics.com)] On Behalf Of Bill DeRouchey
Sent: Tuesday, September 19, 2006 5:11 PM
To: rv10-list(at)matronics.com (rv10-list(at)matronics.com)
Subject: Cylinder head temps
I have 31 hours on my IO-540 and the oil consumption is very low. Engine monitor is an EIS 6000 and I have set the cylinder head temp limit to 435F. Problem is the #1 cylinder is 30F degrees hotter than all the others and will quickly reach its limit on an 80 degree ambient day climbing at 120mph, 25"/2600 rpm. Pushing the nose down to 140mph and backing off the power will of course help. But, its still quite a dance to just keep the temps from increasing and the aircraft climbing.
The #1 cylinder is always the hottest and the #3 the coldest. From this I assume the front dam needs to be trimmed down. I talked to another pilot at Vans Homecoming and the highest CHT he has seen is 360. His high EGT's were also in the low 1300, whereas I am seeing EGT's of 1525.
Cowling inlet and outlet are purely stock. I do not have the hot tunnel problem. Climbing at full rich or leaned conservately (~1250 EGT) does not seem to make much difference.
What is the experience of others flying? Is the temp distribution such that the #1 is hottest and #3 coolest? Looking at my CHT & EGT is my engine monitor out of calibration? Is watching the CHT's during climb a normal activity or never of interest?
Would appreciate your experiences,
Bill DeRouchey
billderou(at)yahoo.com (billderou(at)yahoo.com)
flying fast, climbing slow
0 1 2 3 4 5 6 7 8 9 0 1 2 3
4 |
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armywrights(at)adelphia.n
Guest
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| Posted: Tue Sep 19, 2006 6:23 pm Post subject: Cylinder head temps |
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John or other engine guys,
Can you really overcool an engine? I understand about shock cooling the insides but keeping your whole engine in a nice cool temperature environment sounds like a worthwhile goose chase. I’d keep mine at room temperature if I could help it for tolerances, TBO, etc.
Rob Wright
#392
Dreaming about hooking a big vacuum to the lower cowl……………………
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of JSMcGrew(at)aol.com
Sent: Tuesday, September 19, 2006 9:01 PM
To: rv10-list(at)matronics.com
Subject: Re: Cylinder head temps
Bill,
I had very similar CHT issues initially. My #1 cylinder was (and still is) a bit hotter than the others. I had problems with CHT over temps in a climb. The first thing I looked at was the entrance vs exit area of the cowl. I've heard recommendations that the cowl exit area should be 120 to 133% of the inlet area. This is because the air is being heated and expands on its way through. I looked at some rough estimates on the stock design and it is somewhere between 110 and 120% depending on how you estimate it. Therefore, I took the approach of increasing the exit area to about 133% of the inlet (see my post titled: My tunnel heat fix for details). Although it did reduce the heat in my tunnel, the reason for and result of the change was to reduce my CHTs in a climb.
After the fix I climbed from T/O to 11500' full power at 105 knots and never saw CHTs above about 420 or so.
I am reluctant to trim the #1 cylinder baffle air dam until I fly in some cold weather this winter. I don't want to create a winter over cooling problem while trying to fix a summer over heating problem.
Jim
40134
In a message dated 9/19/2006 8:14:58 P.M. Eastern Daylight Time, billderou(at)yahoo.com writes:
| Quote: |
I have 31 hours on my IO-540 and the oil consumption is very low. Engine monitor is an EIS 6000 and I have set the cylinder head temp limit to 435F. Problem is the #1 cylinder is 30F degrees hotter than all the others and will quickly reach its limit on an 80 degree ambient day climbing at 120mph, 25"/2600 rpm. Pushing the nose down to 140mph and backing off the power will of course help. But, its still quite a dance to just keep the temps from increasing and the aircraft climbing.
The #1 cylinder is always the hottest and the #3 the coldest. From this I assume the front dam needs to be trimmed down. I talked to another pilot at Vans Homecoming and the highest CHT he has seen is 360. His high EGT's were also in the low 1300, whereas I am seeing EGT's of 1525.
Cowling inlet and outlet are purely stock. I do not have the hot tunnel problem. Climbing at full rich or leaned conservately (~1250 EGT) does not seem to make much difference.
What is the experience of others flying? Is the temp distribution such that the #1 is hottest and #3 coolest? Looking at my CHT & EGT is my engine monitor out of calibration? Is watching the CHT's during climb a normal activity or never of interest?
Would appreciate your experiences,
Bill DeRouchey
billderou(at)yahoo.com (billderou(at)yahoo.com)
flying fast, climbing slow
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[quote][b]
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AV8ORJWC
Joined: 13 Jul 2006
Posts: 1149
Location: Aurora, Oregon "Home of VANS"
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| Posted: Tue Sep 19, 2006 6:31 pm Post subject: Cylinder head temps |
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Probably a misspelled adjective or lost noun for Turbulence. Violently screwing with mother nature’s desire to send air currents to unspeakable places on their natural course. (Or in my confused mind – characterized by or producing obscurity by having my Turban rapped too tightly from all the Islamo-Fascist talk show hosts.)
When an arc curves more than an established number of degrees (I think its 5 from Hoerner’s Fluid Dynamics), The fluid flow dynamics breaks it loose - turbulence. It creates a consequence – unintended by the original builder of RV-10s and other exciting aircraft. “Screwing with Mother Nature while under the cowl”. When its on the wing, its called an Insipid Stall. “PUSH – PUSH – DOWN!”
JC
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of ricksked(at)earthlink.net
Sent: Tuesday, September 19, 2006 6:37 PM
To: rv10-list(at)matronics.com
Subject: Re: Cylinder head temps
John, what's "turbidity" I take you for a smart guy but sometimes I think you make words up.
(I looked it up FWIW)
Rick S.
40185
do not archive
[quote][b]
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AV8ORJWC
Joined: 13 Jul 2006
Posts: 1149
Location: Aurora, Oregon "Home of VANS"
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| Posted: Tue Sep 19, 2006 6:41 pm Post subject: Cylinder head temps |
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Lack of Clarity Linn. It’s the Anonym (not Synonym or Homonym) of Clarity. I thought you knew I have little of it right now. I took a couple of turns off the turban to find the answer under TURBID. Deficient in clarity. In this care a disturbance which defeats the use of air for its intended purpose. Stirred up or Disturbed.
JC
40600
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of linn Walters
Sent: Tuesday, September 19, 2006 7:13 PM
To: rv10-list(at)matronics.com
Subject: Re: Cylinder head temps
He didn't make it up, Rick ..... just misused it. Turbidity refers to the clarity of water. If you mangle 'turbulence' bad enough ..... I guess you get 'turbidity'!
Linn
ricksked(at)earthlink.net (ricksked(at)earthlink.net) wrote:
John, what's "turbidity" I take you for a smart guy but sometimes I think you make words up.
(I looked it up FWIW)
Rick S.
40185
do not archive
[quote]
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AV8ORJWC
Joined: 13 Jul 2006
Posts: 1149
Location: Aurora, Oregon "Home of VANS"
|
| Posted: Tue Sep 19, 2006 6:50 pm Post subject: Cylinder head temps |
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|
Yes but only theoretically. George thinks such things are bunk. Speed brakes come into play. Most engines need temperature to expand clearances for proper oil distribution, fuel additive needs it to scarf lead deposits from spark plugs on Low Idle. Too much, too little, just right… sound like a Fairy Tale. Extremes and violent swings are to be avoided except in an Emergency situations.
Tufting the airfoil to locate and correct back-burbles, stagnant zones and improve (reduce) drag are a commendable pursuit. I am prepared to finance Randy’s fuel bill if he and Rob Hickman have a camera ship standing by to document a pure “Plans Built RV-10” Test Flight. And it doesn’t qualify as Hot Rodding, yet saves fuel and produces similar speed results to squeezing 300+ ponies into the RV-10.
#600
Do not Archive
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Rob Wright
Sent: Tuesday, September 19, 2006 7:23 PM
To: rv10-list(at)matronics.com
Subject: RE: Cylinder head temps
John or other engine guys,
Can you really overcool an engine? I understand about shock cooling the insides but keeping your whole engine in a nice cool temperature environment sounds like a worthwhile goose chase. I’d keep mine at room temperature if I could help it for tolerances, TBO, etc.
Rob Wright
#392
Dreaming about hooking a big vacuum to the lower cowl……………………
[/b][/b][/b][/b][b]
[quote][b]
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acs(at)acspropeller.com.a
Guest
|
| Posted: Tue Sep 19, 2006 6:57 pm Post subject: Cylinder head temps |
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…..and who said this list was only good for RV building information??
JC is back! Aka the TURBINATOR!
John 40315 Do not archive.
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John W. Cox
Sent: Wednesday, 20 September 2006 12:41 PM
To: rv10-list(at)matronics.com
Subject: RE: Cylinder head temps
Lack of Clarity Linn. It’s the Anonym (not Synonym or Homonym) of Clarity. I thought you knew I have little of it right now. I took a couple of turns off the turban to find the answer under TURBID. Deficient in clarity. In this care a disturbance which defeats the use of air for its intended purpose. Stirred up or Disturbed.
JC
40600
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of linn Walters
Sent: Tuesday, September 19, 2006 7:13 PM
To: rv10-list(at)matronics.com
Subject: Re: Cylinder head temps
He didn't make it up, Rick ..... just misused it. Turbidity refers to the clarity of water. If you mangle 'turbulence' bad enough ..... I guess you get 'turbidity'!
Linn
ricksked(at)earthlink.net (ricksked(at)earthlink.net) wrote:
John, what's "turbidity" I take you for a smart guy but sometimes I think you make words up.
(I looked it up FWIW)
Rick S.
40185
do not archive
[quote]
---
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jjessen
Joined: 22 Apr 2006
Posts: 285
Location: OR
|
| Posted: Wed Sep 20, 2006 6:38 am Post subject: Cylinder head temps |
|
|
John, am trying to hold onto your whirling dervish thought stream, but I think I let go on your last sentence below. Is there some internal airflow design you are working on that will enable a stock engine to outperform one pumped up to 300+ ponies? Is that what you're saying? In general, I agree that the airflow is an issue that needs attention, ala the LoPresti boys, et al. Does anyone know of any literature on what's been done to date? Certainly this goes way back (think the lower scoop on the Mustang) and continues to be an issue for the -10 crowd. Anyway, what did you last sentence mean, especially in reference to a "Plans Built RV-10."
John J
Tailcone (just tuned up the old drill press and am now even more dangerous in the shop)
do not archive
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John W. Cox
Sent: Tuesday, September 19, 2006 7:50 PM
To: rv10-list(at)matronics.com
Subject: RE: Cylinder head temps
Yes but only theoretically. George thinks such things are bunk. Speed brakes come into play. Most engines need temperature to expand clearances for proper oil distribution, fuel additive needs it to scarf lead deposits from spark plugs on Low Idle. Too much, too little, just right… sound like a Fairy Tale. Extremes and violent swings are to be avoided except in an Emergency situations.
Tufting the airfoil to locate and correct back-burbles, stagnant zones and improve (reduce) drag are a commendable pursuit. I am prepared to finance Randy’s fuel bill if he and Rob Hickman have a camera ship standing by to document a pure “Plans Built RV-10” Test Flight. And it doesn’t qualify as Hot Rodding, yet saves fuel and produces similar speed results to squeezing 300+ ponies into the RV-10.
#600
Do not Archive
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Rob Wright
Sent: Tuesday, September 19, 2006 7:23 PM
To: rv10-list(at)matronics.com
Subject: RE: Cylinder head temps
John or other engine guys,
Can you really overcool an engine? I understand about shock cooling the insides but keeping your whole engine in a nice cool temperature environment sounds like a worthwhile goose chase. I’d keep mine at room temperature if I could help it for tolerances, TBO, etc.
Rob Wright
#392
Dreaming about hooking a big vacuum to the lower cowl……………………
[/b][/b][/b] | Quote: | [b]
s.com/Navigator?RV10-List
|
[quote][b]
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AV8ORJWC
Joined: 13 Jul 2006
Posts: 1149
Location: Aurora, Oregon "Home of VANS"
|
| Posted: Wed Sep 20, 2006 1:04 pm Post subject: Cylinder head temps |
|
|
Power increases and hot rodding are a means to an end. Drag Reduction gets to the same result by different means. Speed mods, aerodynamic improvements, weight reduction all get you to nirvana. Work on both sides of the equation. Keep VAN and his insurance underwriters happy. Lust controlled can be a good thing occasionally.
Last sentence, has anyone tufted a plans built RV-10 to determine the areas of flow disturbances? Drag reduction increases fuel economy. Pushing a brick takes fuel. I think there are coins on the table at the aft portion of the lower cowl and above and in front of the leading edge of the wing attachments.
JC #600 “the Turbanator”
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Jessen
Sent: Wednesday, September 20, 2006 7:37 AM
To: rv10-list(at)matronics.com
Subject: RE: Cylinder head temps
John, am trying to hold onto your whirling dervish thought stream, but I think I let go on your last sentence below. Is there some internal airflow design you are working on that will enable a stock engine to outperform one pumped up to 300+ ponies? Is that what you're saying? In general, I agree that the airflow is an issue that needs attention, ala the LoPresti boys, et al. Does anyone know of any literature on what's been done to date? Certainly this goes way back (think the lower scoop on the Mustang) and continues to be an issue for the -10 crowd. Anyway, what did you last sentence mean, especially in reference to a "Plans Built RV-10."
John J
Tailcone (just tuned up the old drill press and am now even more dangerous in the shop)
do not archive
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John W. Cox
Sent: Tuesday, September 19, 2006 7:50 PM
To: rv10-list(at)matronics.com
Subject: RE: Cylinder head temps
Yes but only theoretically. George thinks such things are bunk. Speed brakes come into play. Most engines need temperature to expand clearances for proper oil distribution, fuel additive needs it to scarf lead deposits from spark plugs on Low Idle. Too much, too little, just right… sound like a Fairy Tale. Extremes and violent swings are to be avoided except in an Emergency situations.
Tufting the airfoil to locate and correct back-burbles, stagnant zones and improve (reduce) drag are a commendable pursuit. I am prepared to finance Randy’s fuel bill if he and Rob Hickman have a camera ship standing by to document a pure “Plans Built RV-10” Test Flight. And it doesn’t qualify as Hot Rodding, yet saves fuel and produces similar speed results to squeezing 300+ ponies into the RV-10.
#600
Do not Archive
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Rob Wright
Sent: Tuesday, September 19, 2006 7:23 PM
To: rv10-list(at)matronics.com
Subject: RE: Cylinder head temps
John or other engine guys,
Can you really overcool an engine? I understand about shock cooling the insides but keeping your whole engine in a nice cool temperature environment sounds like a worthwhile goose chase. I’d keep mine at room temperature if I could help it for tolerances, TBO, etc.
Rob Wright
#392
Dreaming about hooking a big vacuum to the lower cowl……………………
[/b][/b][/b] | Quote: | | [b] s.com/Navigator?RV10-List |
[quote] [b]
| | - The Matronics RV10-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
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indigoonlatigo(at)msn.com
Guest
|
| Posted: Wed Sep 20, 2006 2:41 pm Post subject: Cylinder head temps |
|
|
With this said, has anyone thought about placing gap seals on all the
control surfaces?
As John has said, you build light, you build clean and you can put less HP
and get the same result.
On September 2nd I made the longest flight in my sailplane I have made to
date. I flew 594 miles from southern California to Paisley Oregon. It took
nine hours and twenty eight minutes.
The point...it was done without a motor. Build light, build clean!
John G. 409
Do not archive.
| Quote: | From: "John W. Cox" <johnwcox(at)pacificnw.com>
Reply-To: rv10-list(at)matronics.com
To: <rv10-list(at)matronics.com>
Subject: RE: Cylinder head temps
Date: Wed, 20 Sep 2006 14:03:57 -0700
Power increases and hot rodding are a means to an end. Drag Reduction
gets to the same result by different means. Speed mods, aerodynamic
improvements, weight reduction all get you to nirvana. Work on both
sides of the equation. Keep VAN and his insurance underwriters happy.
Lust controlled can be a good thing occasionally.
Last sentence, has anyone tufted a plans built RV-10 to determine the
areas of flow disturbances? Drag reduction increases fuel economy.
Pushing a brick takes fuel. I think there are coins on the table at the
aft portion of the lower cowl and above and in front of the leading edge
of the wing attachments.
JC #600 "the Turbanator"
________________________________
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Jessen
Sent: Wednesday, September 20, 2006 7:37 AM
To: rv10-list(at)matronics.com
Subject: RE: Cylinder head temps
John, am trying to hold onto your whirling dervish thought stream, but I
think I let go on your last sentence below. Is there some internal
airflow design you are working on that will enable a stock engine to
outperform one pumped up to 300+ ponies? Is that what you're saying?
In general, I agree that the airflow is an issue that needs attention,
ala the LoPresti boys, et al. Does anyone know of any literature on
what's been done to date? Certainly this goes way back (think the lower
scoop on the Mustang) and continues to be an issue for the -10 crowd.
Anyway, what did you last sentence mean, especially in reference to a
"Plans Built RV-10."
John J
Tailcone (just tuned up the old drill press and am now even more
dangerous in the shop)
do not archive
________________________________
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John W. Cox
Sent: Tuesday, September 19, 2006 7:50 PM
To: rv10-list(at)matronics.com
Subject: RE: Cylinder head temps
Yes but only theoretically. George thinks such things are bunk. Speed
brakes come into play. Most engines need temperature to expand
clearances for proper oil distribution, fuel additive needs it to scarf
lead deposits from spark plugs on Low Idle. Too much, too little, just
right... sound like a Fairy Tale. Extremes and violent swings are to be
avoided except in an Emergency situations.
Tufting the airfoil to locate and correct back-burbles, stagnant zones
and improve (reduce) drag are a commendable pursuit. I am prepared to
finance Randy's fuel bill if he and Rob Hickman have a camera ship
standing by to document a pure "Plans Built RV-10" Test Flight. And it
doesn't qualify as Hot Rodding, yet saves fuel and produces similar
speed results to squeezing 300+ ponies into the RV-10.
#600
Do not Archive
________________________________
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Rob Wright
Sent: Tuesday, September 19, 2006 7:23 PM
To: rv10-list(at)matronics.com
Subject: RE: Cylinder head temps
John or other engine guys,
Can you really overcool an engine? I understand about shock cooling the
insides but keeping your whole engine in a nice cool temperature
environment sounds like a worthwhile goose chase. I'd keep mine at room
temperature if I could help it for tolerances, TBO, etc.
Rob Wright
#392
Dreaming about hooking a big vacuum to the lower
cowl........................
s.com/Navigator?RV10-List
|
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jesse(at)itecusa.org
Guest
|
| Posted: Thu Sep 21, 2006 6:18 am Post subject: Cylinder head temps |
|
|
This may be off-topic, but I would say, John, and lust controlled IS a good thing ALWAYS. It’s those guys with uncontrolled lusts that you have to watch out for.
Do not archive.
Jesse Saint
I-TEC, Inc.
jesse(at)itecusa.org (jesse(at)itecusa.org)
www.itecusa.org
W: 352-465-4545
C: 352-427-0285
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John W. Cox
Sent: Wednesday, September 20, 2006 5:04 PM
To: rv10-list(at)matronics.com
Subject: RE: Cylinder head temps
Power increases and hot rodding are a means to an end. Drag Reduction gets to the same result by different means. Speed mods, aerodynamic improvements, weight reduction all get you to nirvana. Work on both sides of the equation. Keep VAN and his insurance underwriters happy. Lust controlled can be a good thing occasionally.
Last sentence, has anyone tufted a plans built RV-10 to determine the areas of flow disturbances? Drag reduction increases fuel economy. Pushing a brick takes fuel. I think there are coins on the table at the aft portion of the lower cowl and above and in front of the leading edge of the wing attachments.
JC #600 “the Turbanator”
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Jessen
Sent: Wednesday, September 20, 2006 7:37 AM
To: rv10-list(at)matronics.com
Subject: RE: Cylinder head temps
John, am trying to hold onto your whirling dervish thought stream, but I think I let go on your last sentence below. Is there some internal airflow design you are working on that will enable a stock engine to outperform one pumped up to 300+ ponies? Is that what you're saying? In general, I agree that the airflow is an issue that needs attention, ala the LoPresti boys, et al. Does anyone know of any literature on what's been done to date? Certainly this goes way back (think the lower scoop on the Mustang) and continues to be an issue for the -10 crowd. Anyway, what did you last sentence mean, especially in reference to a "Plans Built RV-10."
John J
Tailcone (just tuned up the old drill press and am now even more dangerous in the shop)
do not archive
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John W. Cox
Sent: Tuesday, September 19, 2006 7:50 PM
To: rv10-list(at)matronics.com
Subject: RE: Cylinder head temps
Yes but only theoretically. George thinks such things are bunk. Speed brakes come into play. Most engines need temperature to expand clearances for proper oil distribution, fuel additive needs it to scarf lead deposits from spark plugs on Low Idle. Too much, too little, just right… sound like a Fairy Tale. Extremes and violent swings are to be avoided except in an Emergency situations.
Tufting the airfoil to locate and correct back-burbles, stagnant zones and improve (reduce) drag are a commendable pursuit. I am prepared to finance Randy’s fuel bill if he and Rob Hickman have a camera ship standing by to document a pure “Plans Built RV-10” Test Flight. And it doesn’t qualify as Hot Rodding, yet saves fuel and produces similar speed results to squeezing 300+ ponies into the RV-10.
#600
Do not Archive
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Rob Wright
Sent: Tuesday, September 19, 2006 7:23 PM
To: rv10-list(at)matronics.com
Subject: RE: Cylinder head temps
John or other engine guys,
Can you really overcool an engine? I understand about shock cooling the insides but keeping your whole engine in a nice cool temperature environment sounds like a worthwhile goose chase. I’d keep mine at room temperature if I could help it for tolerances, TBO, etc.
Rob Wright
#392
Dreaming about hooking a big vacuum to the lower cowl……………………
[/b][/b][/b] | Quote: | | [b] s.com/Navigator?RV10-List |
01234567890123456789[quote]0
-- Date: 9/19/2006
--
9/20/2006
[quote][b]
| | - The Matronics RV10-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
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jjessen
Joined: 22 Apr 2006
Posts: 285
Location: OR
|
| Posted: Thu Sep 21, 2006 7:41 am Post subject: Cylinder head temps |
|
|
Well, there goes my reason for building...
John J
do not archive
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Jesse Saint
Sent: Thursday, September 21, 2006 7:17 AM
To: rv10-list(at)matronics.com
Subject: RE: Cylinder head temps
This may be off-topic, but I would say, John, and lust controlled IS a good thing ALWAYS. It’s those guys with uncontrolled lusts that you have to watch out for.
Do not archive.
Jesse Saint
I-TEC, Inc.
jesse(at)itecusa.org (jesse(at)itecusa.org)
www.itecusa.org
W: 352-465-4545
C: 352-427-0285
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John W. Cox
Sent: Wednesday, September 20, 2006 5:04 PM
To: rv10-list(at)matronics.com
Subject: RE: Cylinder head temps
Power increases and hot rodding are a means to an end. Drag Reduction gets to the same result by different means. Speed mods, aerodynamic improvements, weight reduction all get you to nirvana. Work on both sides of the equation. Keep VAN and his insurance underwriters happy. Lust controlled can be a good thing occasionally.
Last sentence, has anyone tufted a plans built RV-10 to determine the areas of flow disturbances? Drag reduction increases fuel economy. Pushing a brick takes fuel. I think there are coins on the table at the aft portion of the lower cowl and above and in front of the leading edge of the wing attachments.
JC #600 “the Turbanator”
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Jessen
Sent: Wednesday, September 20, 2006 7:37 AM
To: rv10-list(at)matronics.com
Subject: RE: Cylinder head temps
John, am trying to hold onto your whirling dervish thought stream, but I think I let go on your last sentence below. Is there some internal airflow design you are working on that will enable a stock engine to outperform one pumped up to 300+ ponies? Is that what you're saying? In general, I agree that the airflow is an issue that needs attention, ala the LoPresti boys, et al. Does anyone know of any literature on what's been done to date? Certainly this goes way back (think the lower scoop on the Mustang) and continues to be an issue for the -10 crowd. Anyway, what did you last sentence mean, especially in reference to a "Plans Built RV-10."
John J
Tailcone (just tuned up the old drill press and am now even more dangerous in the shop)
do not archive
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John W. Cox
Sent: Tuesday, September 19, 2006 7:50 PM
To: rv10-list(at)matronics.com
Subject: RE: Cylinder head temps
Yes but only theoretically. George thinks such things are bunk. Speed brakes come into play. Most engines need temperature to expand clearances for proper oil distribution, fuel additive needs it to scarf lead deposits from spark plugs on Low Idle. Too much, too little, just right… sound like a Fairy Tale. Extremes and violent swings are to be avoided except in an Emergency situations.
Tufting the airfoil to locate and correct back-burbles, stagnant zones and improve (reduce) drag are a commendable pursuit. I am prepared to finance Randy’s fuel bill if he and Rob Hickman have a camera ship standing by to document a pure “Plans Built RV-10” Test Flight. And it doesn’t qualify as Hot Rodding, yet saves fuel and produces similar speed results to squeezing 300+ ponies into the RV-10.
#600
Do not Archive
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Rob Wright
Sent: Tuesday, September 19, 2006 7:23 PM
To: rv10-list(at)matronics.com
Subject: RE: Cylinder head temps
John or other engine guys,
Can you really overcool an engine? I understand about shock cooling the insides but keeping your whole engine in a nice cool temperature environment sounds like a worthwhile goose chase. I’d keep mine at room temperature if I could help it for tolerances, TBO, etc.
Rob Wright
#392
Dreaming about hooking a big vacuum to the lower cowl……………………
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-- Date: 9/19/2006
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9/20/2006
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AV8ORJWC
Joined: 13 Jul 2006
Posts: 1149
Location: Aurora, Oregon "Home of VANS"
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| Posted: Thu Sep 21, 2006 9:33 am Post subject: Cylinder head temps |
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Lust is a strong motivator. Moderation they tell me is the key and for those guys who walk the other side of the street, I mean no harm setting Hedonism aside for the moment. Remember Jimmy Carter? I try not to covet but to pursue similar things.
I lust in my heart every day after features I see going into RV-10s. I think it is time to now ask for forgiveness, cause it does not seem to go away with time. Cold showers doesn’t help either J.
John W. Cox
Do not Archive this foolishness
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Jesse Saint
Sent: Thursday, September 21, 2006 7:17 AM
To: rv10-list(at)matronics.com
Subject: RE: Cylinder head temps
This may be off-topic, but I would say, John, and lust controlled IS a good thing ALWAYS. It’s those guys with uncontrolled lusts that you have to watch out for.
Do not archive.
Jesse Saint
I-TEC, Inc.
jesse(at)itecusa.org (jesse(at)itecusa.org)
www.itecusa.org
W: 352-465-4545
C: 352-427-0285
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John W. Cox
Sent: Wednesday, September 20, 2006 5:04 PM
To: rv10-list(at)matronics.com
Subject: RE: Cylinder head temps
Power increases and hot rodding are a means to an end. Drag Reduction gets to the same result by different means. Speed mods, aerodynamic improvements, weight reduction all get you to nirvana. Work on both sides of the equation. Keep VAN and his insurance underwriters happy. Lust controlled can be a good thing occasionally.
Last sentence, has anyone tufted a plans built RV-10 to determine the areas of flow disturbances? Drag reduction increases fuel economy. Pushing a brick takes fuel. I think there are coins on the table at the aft portion of the lower cowl and above and in front of the leading edge of the wing attachments.
JC #600 “the Turbanator”
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Jessen
Sent: Wednesday, September 20, 2006 7:37 AM
To: rv10-list(at)matronics.com
Subject: RE: Cylinder head temps
John, am trying to hold onto your whirling dervish thought stream, but I think I let go on your last sentence below. Is there some internal airflow design you are working on that will enable a stock engine to outperform one pumped up to 300+ ponies? Is that what you're saying? In general, I agree that the airflow is an issue that needs attention, ala the LoPresti boys, et al. Does anyone know of any literature on what's been done to date? Certainly this goes way back (think the lower scoop on the Mustang) and continues to be an issue for the -10 crowd. Anyway, what did you last sentence mean, especially in reference to a "Plans Built RV-10."
John J
Tailcone (just tuned up the old drill press and am now even more dangerous in the shop)
do not archive
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John W. Cox
Sent: Tuesday, September 19, 2006 7:50 PM
To: rv10-list(at)matronics.com
Subject: RE: Cylinder head temps
Yes but only theoretically. George thinks such things are bunk. Speed brakes come into play. Most engines need temperature to expand clearances for proper oil distribution, fuel additive needs it to scarf lead deposits from spark plugs on Low Idle. Too much, too little, just right… sound like a Fairy Tale. Extremes and violent swings are to be avoided except in an Emergency situations.
Tufting the airfoil to locate and correct back-burbles, stagnant zones and improve (reduce) drag are a commendable pursuit. I am prepared to finance Randy’s fuel bill if he and Rob Hickman have a camera ship standing by to document a pure “Plans Built RV-10” Test Flight. And it doesn’t qualify as Hot Rodding, yet saves fuel and produces similar speed results to squeezing 300+ ponies into the RV-10.
#600
Do not Archive
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Rob Wright
Sent: Tuesday, September 19, 2006 7:23 PM
To: rv10-list(at)matronics.com
Subject: RE: Cylinder head temps
John or other engine guys,
Can you really overcool an engine? I understand about shock cooling the insides but keeping your whole engine in a nice cool temperature environment sounds like a worthwhile goose chase. I’d keep mine at room temperature if I could help it for tolerances, TBO, etc.
Rob Wright
#392
Dreaming about hooking a big vacuum to the lower cowl……………………
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