X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-yk0-f174.google.com ([209.85.160.174] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 6786453 for flyrotary@lancaironline.net; Wed, 19 Mar 2014 05:09:53 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.160.174; envelope-from=rwstracy@gmail.com Received: by mail-yk0-f174.google.com with SMTP id 20so22442379yks.5 for ; Wed, 19 Mar 2014 02:09:21 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20120113; h=subject:references:from:content-type:in-reply-to:message-id:date:to :content-transfer-encoding:mime-version; bh=4KFLqPtzeEoa1/YYPbmM9mZihpwuuIATz+2rmiDX8ik=; b=xpUWkamqFGXFi5hPRSkRJjDpHQiC+ZdKNxIVXuXN+qWrppxQMx2KVkE6KKW+kyzBNO oKSN8U9Tzs0aupruG3I2hK5pxTbnyVIoVOP4wdTe2mFfY3WsHE26BzTIYEsXE7H76kk5 KqPq2DzzGhEs1PuIPMdXu7UbO4gLkZ278/CT6v6+tX18FxIqr798BNqufX8Et6mENMhq RYZeFt1V1plcw21DnRvZVjfR8jvUVI3EqLjZuJjFMoI9xMJHUdnQYCbrupfne4YwT1OI 8kbyb7Zg48J8zj9VLDLVvd5qgiMMBtFW8szb4QExfE7nzpWbcIPhhjMBG/iywZvF/s5J wVbQ== X-Received: by 10.236.7.225 with SMTP id 61mr24631204yhp.51.1395220160890; Wed, 19 Mar 2014 02:09:20 -0700 (PDT) Return-Path: Received: from [192.168.1.2] (138.sub-70-209-0.myvzw.com. [70.209.0.138]) by mx.google.com with ESMTPSA id h23sm22301398yhf.34.2014.03.19.02.09.18 for (version=TLSv1 cipher=ECDHE-RSA-RC4-SHA bits=128/128); Wed, 19 Mar 2014 02:09:18 -0700 (PDT) Subject: Re: [FlyRotary] Off Topic Lycoming Question... References: From: Tracy Content-Type: multipart/alternative; boundary=Apple-Mail-E41223EC-DC38-4B83-B344-C3E21D53DD99 X-Mailer: iPad Mail (11B651) In-Reply-To: Message-Id: Date: Wed, 19 Mar 2014 05:09:17 -0400 To: Rotary motors in aircraft Content-Transfer-Encoding: 7bit Mime-Version: 1.0 (1.0) --Apple-Mail-E41223EC-DC38-4B83-B344-C3E21D53DD99 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: quoted-printable Good idea to test the calibration of the CHT gauge but even if you see 210 w= hen in boiling water, the gauge is probably wrong when installed on the eng= ine. Any air cooled engine making enough power to fly WILL be well over 20= 0 F. =20 BTW, what was the oil temp running? Sent from my iPad > On Mar 18, 2014, at 23:44, DLOMHEIM@aol.com wrote: >=20 > Tracy: > =20 > The CHT gauge is in "F" and not "C". I would have expected it to be runni= ng at least at 300-325 deg. This weekend I'll haul my gas grill out by the= a/c and boil some water and put the sender in it and see if it's at about 2= 10 or so... > =20 > Jeff: > =20 > You are correct that the "D2" and "D2A" are both set at 18 degrees BTDC; b= ut my documents show the straight "D" model should be set at 25 degrees BTDC= ...so my 28 degrees is above that a bit, and I will probably retard it slig= htly and see that changes things at all. I also will confirm valve clearanc= e before my next flight since this engine doesn't have hydraulic lifters... > =20 > Doug --Apple-Mail-E41223EC-DC38-4B83-B344-C3E21D53DD99 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: 7bit

Good idea to test the calibration of the CHT gauge but even if you see 210 when in boiling water, the gauge is probably wrong when installed on the engine. Any air cooled engine making enough power to fly WILL be well over 200 F.

BTW, what was the oil temp running?

Sent from my iPad

On Mar 18, 2014, at 23:44, DLOMHEIM@aol.com wrote:

Tracy:

The CHT gauge is in "F" and not "C". I would have expected it to be running at least at 300-325 deg. This weekend I'll haul my gas grill out by the a/c and boil some water and put the sender in it and see if it's at about 210 or so...

Jeff:

You are correct that the "D2" and "D2A" are both set at 18 degrees BTDC; but my documents show the straight "D" model should be set at 25 degrees BTDC...so my 28 degrees is above that a bit, and I will probably retard it slightly and see that changes things at all. I also will confirm valve clearance before my next flight since this engine doesn't have hydraulic lifters...

Doug

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