VansAirForceForums  
Home > VansAirForceForums

- POSTING RULES
- Donate yearly (please).
- Advertise in here!

- Today's Posts | Insert Pics

  #11  
Old 11-21-2016, 06:10 PM
2of5 2of5 is offline
 
Join Date: Nov 2015
Location: Kingsville, Ontario, Canada
Posts: 65
Default

Thanks for sharing!
__________________
Todd N.
Kingsville, Ontario
http://rv14.ca C-GLCV reserved
RV-14 - #140665 empennage: finishing tailcone, ordering SB fuse soon
RV-7 - #74495 empennage: FS, partly complete
2020 Contributor
Reply With Quote
  #12  
Old 11-21-2016, 07:03 PM
Jim Frisbie Jim Frisbie is offline
 
Join Date: Jan 2016
Location: Canby
Posts: 40
Default Sky pilots for Van

J-Red
Sounds like you are one of the rare breed of preacher pilots flying an RV!
Drop me a note jamesfrisbie@comcast.net
Enjoy your build and be assured I won't tell the church ladies.
Jim
Reply With Quote
  #13  
Old 03-31-2017, 08:47 AM
j-red j-red is offline
 
Join Date: Dec 2015
Location: Lewes, DE
Posts: 364
Default Performance Update

Hit 10 hours since the rebuild yesterday and decided to change the oil and check compressions to find out how things are going.

I've been pleased to see that there has been no measurable oil consumption in the first 10 hours -seeing 6qts on the stick before each flight- which is a bit of a surprise because I was under the impression that it would be very high initially and then taper off within 25-50 hours, signifying the breakin was complete. Will send the oil off for analysis so as to begin to build a benchmark for this engines condition.

Compressions are all 77/80 or higher, so it looks like the rings are seating nicely.

Temps could be a bit on the high side, but not unreasonable. In climb, #3 is the cylinder to watch, but will stay under 400 as long as power and speed are managed (Open to suggestions on management. My current procedure is to climb at 90-100kts to 700', then throttle back and set up more of a cruise-climb at 120kts which results in about 1k fpm.) In cruise, they are all in the 330's at 2500rpm which seems to be the norm.

Don't want to jinx anything, but for now I couldn't be more pleased with the way this engine build has progressed.
__________________
Rebuilt RV-6A N94CR
RV-8 N803DR completed, flying.
Reply With Quote
  #14  
Old 03-31-2017, 09:05 AM
az_gila's Avatar
az_gila az_gila is offline
 
Join Date: Jan 2005
Location: 57AZ - NW Tucson area
Posts: 10,011
Post

Quote:
Originally Posted by sblack View Post
For a prop strike there is more than the crank and cam to be inspected. All the gears need to be NDT'd for cracks. Was this done? I think there is a SB that defines all this. It sounds like you were very prepared so perhaps you are well aware of all this, but I thought I would mention it just in case. I am looking forward to watching the video.
For reference, this is the latest version of the Lycoming SB, updated in 2016 -

https://www.lycoming.com/sites/defau...%20%281%29.pdf
__________________
Gil Alexander
EAA Technical Counselor, Airframe Mechanic
Half completed RV-10 QB purchased
RV-6A N61GX - finally flying
Grumman Tiger N12GA - flying
La Cholla Airpark (57AZ) Tucson AZ
Reply With Quote
  #15  
Old 03-31-2017, 02:48 PM
8 ball 8 ball is offline
 
Join Date: Dec 2014
Location: hilltop lakes' Texas
Posts: 135
Default Prop strike

I might be the bearer of bad news. Lycoming says new rod bolts anytime you loosen them. May be you failed to mention it. You did a very nice job though.
Reply With Quote
  #16  
Old 03-31-2017, 03:50 PM
j-red j-red is offline
 
Join Date: Dec 2015
Location: Lewes, DE
Posts: 364
Default

Thanks. I did print out and do all the prep-work based on a copy of the Lycoming SB.

Regarding the connecting rod bolts... I know that's standard procedure and I would never recommend anyone under any normal circumstances reuse theirs. I might get flamed for this, but I did re-use them and here's why:

After sending my connecting rods out to be inspected, I received a call from a tech at Rick Romans explaining that rarely, but occaisionally, something gets messed up during the manufacturing process and instead of scrapping the parts, Lycoming drills the rod bolt holes larger and uses a larger connecting rod bolt than normal. When this happens to one rod, they go ahead and ream the others out and install these larger bolts in all of them. Then, they mark "H5" on each of the connecting rods to let you know that they take the special larger diameter bolts.

The fine folks at Lycoming apparently did this when manufacturing my engine and then made it very difficult to procure replacement H5 bolts -although they can occasionally be found for $350 a piece!

The next thing he said was that since these bolts were larger and thus stronger than the originals, and since they had such little time on them, if it were his own engine, and there were no other damage found to indicate that they might be suspect (which there was not), then he'd stick them back in and then just replace the whole set of connecting rods when overhaul time came around. After weighing the situation and searching high and low for a matching set of standard connecting rods, I opted to follow that advice and re-use them. Is there risk involved with doing that? Of course. Can you find stories of brand-new Lycoming engines chucking connecting rods through the case because of bad factory-new bolts? It isn't common, but they're out there. It was a calculated risk, but one that I've made peace with.
__________________
Rebuilt RV-6A N94CR
RV-8 N803DR completed, flying.

Last edited by j-red : 04-01-2017 at 07:39 AM.
Reply With Quote
  #17  
Old 03-31-2017, 10:01 PM
bret's Avatar
bret bret is offline
 
Join Date: Feb 2010
Location: Gardnerville Nv.
Posts: 2,828
Default

Very nice vid, thanks for posting. just to add, (one ) way of cleaning the cylinders after a hone is to use hot soapy water with Dawn dish soap to get all hone abrasive material out of the microscopic valleys of the cylinder wall, immediately dry and then oil. Great job!
__________________
7A Slider, EFII Angle 360, CS, SJ.
Reply With Quote
  #18  
Old 04-01-2017, 12:22 AM
salto salto is offline
 
Join Date: Apr 2015
Location: Wee Waa Australia
Posts: 279
Default

Question in regards to running two types of ignition. The electronic would be precise wouldn't the impulse spark at a slightly different degree in the cycle after a bit of wear? I understand that you are looking for redundancy but as I understand it you want the spark to be synchronised.
__________________
Kit 140241
Tail Feathers done
Fuselage kit completed.
wings almost complete.
Flaps and ailerons done.
Canopy next. Phew!
Reply With Quote
  #19  
Old 04-01-2017, 07:35 AM
j-red j-red is offline
 
Join Date: Dec 2015
Location: Lewes, DE
Posts: 364
Default

You're right in that the timing is such that the EI and mag are only synced during a very small window of operation and that, with its advanced timing, the EI is really doing all the work. That is evidenced during "mag checks," during which there is a noticeable RPM lag when the EI is turned off, but none whatsoever when the magneto is off.

Where this basically becomes a moot point is that the electronic ignition coils fire a far more powerful spark than a traditional magneto, meaning that the engine can operate with near-peak performance on just the EI.

To my perspective, the mag is basically an emergency "Backup" and may bat a cleanup role in the combustion process.
__________________
Rebuilt RV-6A N94CR
RV-8 N803DR completed, flying.
Reply With Quote
Reply


Thread Tools Search this Thread
Search this Thread:

Advanced Search
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

vB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Forum Jump


All times are GMT -6. The time now is 04:23 AM.


The VAFForums come to you courtesy Delta Romeo, LLC. By viewing and participating in them you agree to build your plane using standardized methods and practices and to fly it safely and in accordance with the laws governing the country you are located in.