X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 20 Jun 2012 09:46:19 -0400 Message-ID: X-Original-Return-Path: Received: from imr-ma04.mx.aol.com ([64.12.206.42] verified) by logan.com (CommuniGate Pro SMTP 5.4.5) with ESMTP id 5609228 for lml@lancaironline.net; Wed, 20 Jun 2012 08:44:59 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.206.42; envelope-from=Sky2high@aol.com Received: from mtaomg-mb01.r1000.mx.aol.com (mtaomg-mb01.r1000.mx.aol.com [172.29.41.72]) by imr-ma04.mx.aol.com (8.14.1/8.14.1) with ESMTP id q5KCiKqq024393 for ; Wed, 20 Jun 2012 08:44:20 -0400 Received: from core-mtd003c.r1000.mail.aol.com (core-mtd003.r1000.mail.aol.com [172.29.235.201]) by mtaomg-mb01.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id C55A3E000088 for ; Wed, 20 Jun 2012 08:44:19 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <2ff72.3bcf97a6.3d131fa3@aol.com> X-Original-Date: Wed, 20 Jun 2012 08:44:19 -0400 (EDT) Subject: Re: [LML] Precision airmotive servo X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_2ff72.3bcf97a6.3d131fa3_boundary" X-Mailer: AOL 9.6 sub 168 X-Originating-IP: [67.175.156.123] x-aol-global-disposition: G X-AOL-SCOLL-SCORE: 0:2:399389024:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d29484fe1c5a36de6 --part1_2ff72.3bcf97a6.3d131fa3_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Tom, My IO 320 (CR 9:1) uses 15.2 gph at takeoff (WOT, 2750 RPM, 700 MSL) and the leanest cyl EGT is about 160 ROP. Base engine timing is 20 DBTDC (Dual Plasma III EI). Hot day climb out at 135 KIAS will see CHTs at 380-390F. I think that the flow is minimal but OK for me. The only proper way to adjust max flow thru the servo is to do it on the bench by a technician with special equipment. Scott Krueger In a message dated 6/20/2012 7:17:13 A.M. Central Daylight Time, n20087@yahoo.com writes: Folks I believe my fuel servo is not delivering sufficient fuel to the engine in the takeoff position. Why I say this is because the difference between the peak EGT and the takeoff EGT is 70 degrees F on the leanest cylinder and 120 on the richest. The book says this spread should be anywhere between 150 and 200 degrees F. Why do I care you may ask.. Well my CHTs are too high at full throttle takeoff. I have to work to keep them below 430. I have done everything possible to maximize cooling airflow with little improvement in the CHT situation. Anyhow, I would be interested in information from the group on the following Like to compare fuel flows at full throttle at close to sea level (mine is between 15 and 16 gals/hr) Any info concerning experience with enriching the takeoff flow on the bendix style RSA-5AD1 servo (this setting is internal, I have found no reference material on the procedure) Thanks Tom -- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html --part1_2ff72.3bcf97a6.3d131fa3_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Tom,

My IO 320 (CR 9:1) uses 15.2 gph at takeoff (WOT, 2750 RPM, 700 MSL) a= nd=20 the leanest cyl EGT is about 160 ROP. Base engine timing is 20 D= BTDC=20 (Dual Plasma III EI). Hot day climb out at 135 KIAS will see CHTs at=20 380-390F. I think that the flow is minimal but OK for me.

The only proper way to adjust max flow thru the servo is to do it= on=20 the bench by a technician with special equipment.

Scott Krueger

In a message dated 6/20/2012 7:17:13 A.M. Central Daylight Time,=20 n20087@yahoo.com writes:

= Folks

I believe my fuel servo is not delivering suffi= cient=20 fuel to the engine in the takeoff position. Why I say this is because the= =20 difference between the peak EGT and the takeoff EGT is 70 degrees F on th= e=20 leanest cylinder and 120 on the richest. The book says this spread= =20 should be anywhere between 150 and 200 degrees F. Why do I care you= may=20 ask.. Well my CHTs are too high at full throttle takeoff. I have to= work=20 to keep them below 430. I have done everything possible to maximize= =20 cooling airflow with little improvement in the CHT situation. =20

Anyhow, I would be interested in information from the group on th= e=20 following

Like to compare fuel flows at full throttle at close to= sea=20 level (mine is between 15 and 16 gals/hr)
Any info concerning experien= ce=20 with enriching the takeoff flow on the bendix style RSA-5AD1 servo (this= =20 setting is internal, I have found no reference material on the=20 procedure)

Thanks

Tom
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