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  #51  
Old 04-16-2021, 10:50 AM
Piper J3's Avatar
Piper J3 Piper J3 is offline
 
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Location: Hinckley, Ohio
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Quote:
Originally Posted by Tony_T View Post
Actually, the latest KAI for the ULS installation uses a different cowl, different oil and coolant radiators and placement.

I'm playing devil's advocate here I guess, but I think removing the cooling shroud may be a significant factor in what you are experiencing.

"The troubles started when the mechanic opened his toolbox", author unknown.
Tony -

See Scott McDaniels comments regarding removal of cooling shroud on existing legacy RV-12... https://vansairforce.net/community/s...41&postcount=5

Looks like Van's vetted this pretty well.
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Jim Stricker - EAA #499867
PPL/ASEL 1970 - Sport Pilot since 2007
80 hrs Flying Aeronca Chief 11AC N86203
1130 hrs Flying 46 Piper J-3 Cub N6841H
Bought Flying RV-12 #120058 Oct 2015 with 48TT - Hobbs now 650

LSRM-A Certificate 2016 for RV-12 N633CM
Special Thanks... EJ Trucks - USN Crew Chief A-4 Skyhawk
MJ Stricker (Father & CFI) - USAAF 1st Lt. Captain B-17H
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  #52  
Old 04-16-2021, 10:57 AM
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Piper J3 Piper J3 is offline
 
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Quote:
Originally Posted by Tony_T View Post
Actually, the latest KAI for the ULS installation uses a different cowl, different oil and coolant radiators and placement.
A friend has Synergy build RV-12. He took delivery in 2018 and as far as we can see it has same cowling, oil, and coolant radiators. No fiberglass cooling shroud included in the build. Maybe I need to take closer look...
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Jim Stricker - EAA #499867
PPL/ASEL 1970 - Sport Pilot since 2007
80 hrs Flying Aeronca Chief 11AC N86203
1130 hrs Flying 46 Piper J-3 Cub N6841H
Bought Flying RV-12 #120058 Oct 2015 with 48TT - Hobbs now 650

LSRM-A Certificate 2016 for RV-12 N633CM
Special Thanks... EJ Trucks - USN Crew Chief A-4 Skyhawk
MJ Stricker (Father & CFI) - USAAF 1st Lt. Captain B-17H
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  #53  
Old 04-16-2021, 12:04 PM
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rvbuilder2002 rvbuilder2002 is offline
 
Join Date: Jul 2005
Location: Hubbard Oregon
Posts: 9,299
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Quote:
Originally Posted by Tony_T View Post
Actually, the latest KAI for the ULS installation uses a different cowl, different oil and coolant radiators and placement.

I'm playing devil's advocate here I guess, but I think removing the cooling shroud may be a significant factor in what you are experiencing.
My opinion is that shroud removed will have little if any influence on engine compartment temps after shut down compared to an RV-12 with it still installed.
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Opinions, information and comments are my own unless stated otherwise. They do not necessarily represent the direction/opinions of my employer.

Scott McDaniels
Van's Aircraft Engineering Prototype Shop Manager
Hubbard, Oregon
RV-6A (aka "Junkyard Special ")
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  #54  
Old 04-16-2021, 12:15 PM
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Piper J3 Piper J3 is offline
 
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Quote:
Originally Posted by rvbuilder2002 View Post
My opinion is that shroud removed will have little if any influence on engine compartment temps after shut down compared to an RV-12 with it still installed.
Thanks Scott - I didn’t want to reinstall...
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Jim Stricker - EAA #499867
PPL/ASEL 1970 - Sport Pilot since 2007
80 hrs Flying Aeronca Chief 11AC N86203
1130 hrs Flying 46 Piper J-3 Cub N6841H
Bought Flying RV-12 #120058 Oct 2015 with 48TT - Hobbs now 650

LSRM-A Certificate 2016 for RV-12 N633CM
Special Thanks... EJ Trucks - USN Crew Chief A-4 Skyhawk
MJ Stricker (Father & CFI) - USAAF 1st Lt. Captain B-17H
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  #55  
Old 04-16-2021, 02:31 PM
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Piper J3 Piper J3 is offline
 
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Quote:
Originally Posted by seagull View Post
Jim, Have you downloaded the Dynon logs for your incident and looked for any clues like oil temp, air temp, fuel pressure, flow rate, etc?
Easier said than done... I don't have capability to do serial port for D-180, and besides, the connector is buried in the tunnel.
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Jim Stricker - EAA #499867
PPL/ASEL 1970 - Sport Pilot since 2007
80 hrs Flying Aeronca Chief 11AC N86203
1130 hrs Flying 46 Piper J-3 Cub N6841H
Bought Flying RV-12 #120058 Oct 2015 with 48TT - Hobbs now 650

LSRM-A Certificate 2016 for RV-12 N633CM
Special Thanks... EJ Trucks - USN Crew Chief A-4 Skyhawk
MJ Stricker (Father & CFI) - USAAF 1st Lt. Captain B-17H
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  #56  
Old 04-16-2021, 03:16 PM
NinerBikes NinerBikes is offline
 
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Quote:
Originally Posted by Piper J3 View Post
Easier said than done... I don't have capability to do serial port for D-180, and besides, the connector is buried in the tunnel.
I'll have a SkyView Classic for sale shortly, if interested in upgrading. It would have a USB port.
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  #57  
Old 04-16-2021, 05:09 PM
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Piper J3 Piper J3 is offline
 
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Quote:
Originally Posted by NinerBikes View Post
I'll have a SkyView Classic for sale shortly, if interested in upgrading. It would have a USB port.
No, actually, I bought Tony T's D-100 to make dual screens when he upgraded to HDX. I have screens supplemented by two mini iPads both running ForeFlight.

I need to keep pinching myself having come from J-3 Cub for 23 years - old dog / new tricks.
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Jim Stricker - EAA #499867
PPL/ASEL 1970 - Sport Pilot since 2007
80 hrs Flying Aeronca Chief 11AC N86203
1130 hrs Flying 46 Piper J-3 Cub N6841H
Bought Flying RV-12 #120058 Oct 2015 with 48TT - Hobbs now 650

LSRM-A Certificate 2016 for RV-12 N633CM
Special Thanks... EJ Trucks - USN Crew Chief A-4 Skyhawk
MJ Stricker (Father & CFI) - USAAF 1st Lt. Captain B-17H

Last edited by Piper J3 : 04-16-2021 at 05:35 PM.
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  #58  
Old 04-16-2021, 08:46 PM
RFSchaller RFSchaller is offline
 
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Location: Phoenix, AZ
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To answer Jim Norcal’s question: I rewired my Nav Light switch (I don’t have lights) to be a fuel boost pump switch. I routinely secure the electric pump after reaching cruise altitude and turn it on for descent and landing. I also run it more in PHX summers when fuel line vapor causes high flow and low fuel pressure alarms. My engine has never stumbled.

Please spare me the breast beating and hand wringing over my decision to make the boost pump controllable. I have heard it all and stated my reasons. I don’t tell you how to customize your airplane, so spare me any opinions. After 1100 hours and 12 years I am confident in my approach.

BTW I put temperature witness strips on my ignition modules and voltage regulator (mine is on the original firewall location with no ducts). The V/R has reached 180F. The ignition coil strips show a scary 250F! PHX summers are a very harsh environment.
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  #59  
Old 04-17-2021, 01:10 PM
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Piper J3 Piper J3 is offline
 
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I flew one hour this morning with OAT – 37F so not much relevant to vapor lock. I landed at two outlying airports with taxi back for TO at each. I have one temperature probe mounted to right carb float bowl and it is pretty much showing under-cowl temp at that location. The second probe is now pinched against the Teflon hose stainless-steel braid underneath the Fire Sleave on the fuel line that feeds the T fitting before the carb split-off. I think this thermocouple is giving a very close reading to actual fuel temperature in the hose and temperature of fuel being fed to carbs.

Some observations from this morning’s flight:

• Airplane was cold-soaked in hanger prior to flight, so fuel in tank was same as OAT – 37F
• Fuel line temp is about 25F higher than OAT in cruise flight
• Fuel line temp immediately increases when throttle is reduced for landing – this was very surprising
• Fuel line temp increases during taxi ground ops - no surprise there
• Airplane was pushed back into hanger at end of flight and Fuel Line temp climbed to 121F within ten minutes with oil door open


Next Steps:

• Change SOP (Standard Operating Procedure) for Take-Off phase of flight. Going forward... all Take-Off’s will be monitored with right EFIS/EMS screen to display full-screen EMS showing Fuel Flow and Fuel Pressure with Fuel Pressure alarm set at 3 psig. Screen will not be changed to normal 2/3 EFIS - 1/3 EMS until cruise flight.
• Install Design Engineering 010669 Vapor Block Fuel Line Sleeve on all fuel lines FWF. Also install on bare aluminum manifold crossover tube.
• Install Lynn Manufacturing Flame Guard, 2100F Superwool Blanket with Heavy Foil on fuel T fitting fastened to manifold crossover tube.
• Continue monitoring Right Carb and Fuel Line Temperatures and mount digital display permanently in instrument panel on left side of Pilot EFIS just above fuse block.
• Need to fly when OAT ~ 80F
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__________________
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Jim Stricker - EAA #499867
PPL/ASEL 1970 - Sport Pilot since 2007
80 hrs Flying Aeronca Chief 11AC N86203
1130 hrs Flying 46 Piper J-3 Cub N6841H
Bought Flying RV-12 #120058 Oct 2015 with 48TT - Hobbs now 650

LSRM-A Certificate 2016 for RV-12 N633CM
Special Thanks... EJ Trucks - USN Crew Chief A-4 Skyhawk
MJ Stricker (Father & CFI) - USAAF 1st Lt. Captain B-17H
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  #60  
Old 04-17-2021, 03:33 PM
Mich48041 Mich48041 is offline
 
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Location: Riley TWP MI
Posts: 3,168
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Quote:
Fuel line temp immediately increases when throttle is reduced for landing – this was very surprising
When fuel flow is reduced, fuel is exposed to engine heat for longer time.
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