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  #1  
Old 08-02-2021, 10:33 AM
Strikhedonia Strikhedonia is offline
 
Join Date: Jan 2020
Location: Steamboat Springs, CO
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Default Engine/RV-10 stuff I learned at Airventure 2021

I went to a number of Mike Busch's presentations, one from Martin Pauly, and great presentation by Vic. If anyone is interested in my summary and take-away here is a link:
http://www.strikhedonia.com/learned-...e-2021-forums/
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  #2  
Old 08-02-2021, 11:22 AM
Kuhtenia Kuhtenia is offline
 
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Thanks for posting this info! Good summary of a variety of past EAA webinars/AirVenture presentations.
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  #3  
Old 08-02-2021, 12:23 PM
rocketman1988 rocketman1988 is offline
 
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Default question

Was there a recommended place to start with taping the #3 & #4 cylinders to bring the temps up?
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  #4  
Old 08-02-2021, 01:33 PM
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DanH DanH is offline
 
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Some of those recommendations make no sense. Perhaps incomplete notes? For example, "When flying 13,000+ msl it is okay to lean to the peak EGT." Who said that, and what is their reasoning?
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  #5  
Old 08-02-2021, 04:38 PM
Strikhedonia Strikhedonia is offline
 
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Quote:
Originally Posted by DanH View Post
Some of those recommendations make no sense. Perhaps incomplete notes? For example, "When flying 13,000+ msl it is okay to lean to the peak EGT." Who said that, and what is their reasoning?
Mike Busch, he was explaining that if you wanted to go at a faster speed than lean of peak operations, you can run at peak EGT (pending CHT temps) and there is no risk of harm to your engine.
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Old 08-02-2021, 04:39 PM
Strikhedonia Strikhedonia is offline
 
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Quote:
Originally Posted by rocketman1988 View Post
Was there a recommended place to start with taping the #3 & #4 cylinders to bring the temps up?
I didn't ask that follow up question. I plan to cover a small portion of the top of the fins on both 3 and 4 wrapping an inch down the sides. And I'll keep blocking off until the CHTs are within 10-15 degrees of each other.
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Old 08-02-2021, 04:42 PM
Taltruda Taltruda is offline
 
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Quote:
Originally Posted by DanH View Post
Some of those recommendations make no sense. Perhaps incomplete notes? For example, "When flying 13,000+ msl it is okay to lean to the peak EGT." Who said that, and what is their reasoning?
I believe his reasoning is that at 13,000+, the “red box” doesn’t exist because the power is below 60 percent, so it doesn’t matter where you run it.. peak, lean, rich.. whatever.
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Old 08-02-2021, 06:36 PM
00Dan 00Dan is offline
 
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Quote:
Originally Posted by Taltruda View Post
I believe his reasoning is that at 13,000+, the “red box” doesn’t exist because the power is below 60 percent, so it doesn’t matter where you run it.. peak, lean, rich.. whatever.
John Deakin’s articles mentioned something similar - I think he used 9000’ PA as the point for NA engines that if you wanted to lean for best power (approximately 80* ROP) you can’t hurt anything since the engine isn’t making enough power at those altitudes to do so.
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Old 08-02-2021, 07:13 PM
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jcarne jcarne is offline
 
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I try to not look too closely at exact power settings and EGT numbers. I think his main points are to keep CHTs below your set value as that is the best proxy we have for ICP. Personally I generally cruise about 21" MAP, 2450 RPM and usually just lean of peak in order to keep my CHTs up around 350. If I go too lean at those power setting my CHTs drop way off.

As far as burning valves. I believe there is virtually nothing we can do to cause it. If you get a bumb valve it is inherent in a poorly seated valve off the assembly line. Take some more money Mr. cylinder manufacturer...
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  #10  
Old 08-02-2021, 07:16 PM
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scard scard is offline
 
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Ok, I've been watching, but you guys just stepped into my office.
We fly this little O320 with a tractor carburetor that we've worn out multiple times due to "excessive" throttle movements . (FFI Formation) It is attached to an amazing RV-9A wing that amazes us every time we traverse a thousand miles with ease.

Cut to the chase. Setting engine power / mixture at 14.5k' is comically trivial. It either runs or it doesn't! We fly this profile sucking O2 often (I'm addicted to the stuff). The tiniest power or mixture change at that altitude is a real stumble either side of "peak".

Tanya flies at "a little stumble, then a little rich." It works.
I spend hours monkeying with RPM, mixture, throttle butterfly position, carb heat position... Passing the time.

It is just a question of how you choose to pass your time sometimes.
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