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The RPM selection is fine but where I am sure the problem kicks in is best answered by reading my post to Kevin Horton http://www.vansairforce.com/communit...0&postcount=23 in that you are going a long way LOP, and if you are doing what you think is 30-40dF LOP at that altitude, and you are running smooth, I would say your GAMI spread is pretty darned good. For better BSFC I would encourage about 10dF LOP at that height and you will get more like 160TAS than low 150's. But I am impressed your F/A ratio's are so good untuned. Spark plugs sound good??the economy, well I have been doing my best to inject cash into it of recent times. :) |
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I had a similar event and accounted it to ice gulp?
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Let me know how you go. Best regards |
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http://www.vansairforce.com/communit...9&postcount=15 Quote:
I'm going to stick with suggesting that rusty pilots flying their new RV's just leave the knobs alone, fly the airplane, and stay eyes out until well clear of the airport area. LOP is good; learn it in cruise first, and progress to more advanced management later, after sorting out the airplane. The stats say early test flights are the deadly ones. Let's not make it more complicated. |
Dan,
You are getting somewhere but missed the point. Quote:
![]() As I said before, either do it full rich or 80dF LOP. Quote:
I subsequently looked into this with George Braly and we concluded it was not detonation in the true sense as defined by the FAA. It may well have been close and enough to register on the Lycoming test method, but I doubt it. But the CHT rise per second looked almost like it. So today, I would write that post differently. Ouch!! Quote:
And here you are complaining about eyes down in the cockpit. Please, the BMP means NO FIDDLING, and maximum eyes outside. In a busy terminal area this is what we teach, no fiddling just a BMP and park the engine in a safe place. Works for turbo or NA guys. Zero downsides. Maximum SA. Quote:
If the pilot is incapable of doing a BMP on his second or third flight which will be longer duration typically, then fine, leave it full rich as that is where it belongs, unless you are comfortable with a simple BMP to a high power LOP breaking. It is a non event. Clearly you have not done any. I have done many. Quote:
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So tell me on the second or third flight what achieves the most eyes down and complication? A: flying around and constantly worry about the high CHT's. (Eyes down a lot, and that is what happens) Refer all the threads on VAF as statistical data. B: flying to 1500-2000' levelling off, accelerating and cooling the engine and doing a BMP that requires absolutely no eyes down, (most folk need to close their eyes the first couple of times-perhaps in transition training) and then parking the engine safely and not worrying about CHT's as much. Then sitting in the lounge at home later looking at data. You might prefer A, but I prefer B. You do not have to agree with me, the readers can make up their own mind, but when you rock up to Ada in March, print this out and go ask Deakin or Atkinson during a lunch break what they think is the better way to go for engine breakin and safety of eyes outside. I would love to hear their comments. Anyway, enjoy your RV8, and thanks for all the good posts on airflow under cowls and all that good stuff! |
Same experience
I witness the same shudder for approximate one second a couple of weeks ago.
Aircraft type RV-10 with 550 hours on the engine. After flying the aircraft for 45 minutes to our destination the aircraft sat on the ground for approximate one hour. The shudder occurred on climb out passing through 3000 feet AGL, approximate 6 minutes after take off. We have a light speed electronic ignition running the top plugs W27EMR-C, magneto operating the bottom plugs Champion REM 38 E. At the time fuel boost pump was off, mixture full rich. OAT was approximate 27c quite warm. I tried to download the engine data, from the Advance AF-2500 EMS, had an issue with my laptop not having a serial port. I have ordered a USB to Serial converter hopping this will allow me to download the EMS data. David once I download the data would you mind taking a look please? Mike Western Australia |
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