Shadrach
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Everything posted by Shadrach
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I’m certain that static or take off or climb, my engine was over >2600rpm. My governor was at the stop. I had to rotate the whole assembly in its housing to get RPM to max. It would be nice to have Clarence’s input as this is not a super common procedure in the field as far as I can tell. My IA had never done it.
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That’s kind of a silly statement. If that’s the “apples to apples” comparison you’re making then there is no benefit to having a lighter weight Aircraft. I don’t think I have ever had my airplane to MGW. I have been within 100lbs a handful of times. At max fuel (only happens when tankering fuel) my wife and me with weekend bags are >300lbs under gross. Reality is that most of my flying is conducted at 300-600lbs under gross. And it’s not like I don’t have any fuel on board. Me with half tanks put the airplane at 2087lbs or ~650lbs under gross. There are some Js out there that weigh nearly that much empty. It’s definitely a consideration.
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Well wherever we end up is hopefully close enough. I do not want to get back into that governor. I will report back after post mx shake out.
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Must be a Florida DA thing. Could be a weight thing too. At solo weight this time of year I see initial rates of 1300-1500ft and hold greater than 1000 through 5K. Me +4hrs of fuel puts my bird at 2150lbs. A while back I did a time to climb from takeoff to a pressure alt of 10,500 and I believe I averaged over 800FPM from breaking ground to altitude intercept. I'll have to find the date so I can check the ADSB data.
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I don't know yet. My Mechanic has not done the final inspection yet. Our schedules keep conflicting for the final inspection and many of those "while I'm in here" situations. A lot of of little detailed jobs and messy jobs.
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As others have said, climb full throttle, max RPM, there is no benefit to throttling an IO360 in the climb. At wide open throttle, internal cylinder pressure and therefor CHTs will likely be lower at 2700 than they will at 2500. Don't lean just for the sake of leaning. At max power, you want to be a minimum of 250° ROP (peak EGT "readings" for an IO360 are typically 1450°-1525°). That means EGTs should be in the low to mid 1200s at the highest (mid to high 1100s are fine too). Verify that takeoff EGTs are in range (I do this on every flight) and then use the EGT on the richest cylinder (likely but not necessarily #3 for your engine) to maintain take off EGT (+/- 50°).
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Interesting discussion for me as I just reclocked my PCU5000 per the installation guide. I was maxing at 2640rpm in climb as measured by an optical tach. After reclocking (that's a whole "nother" thread) We are now at a constant 2700 but it does push to 2730 for a split second if you advance too aggressively. So it seems that the governor is what is holding it at 2700 rather than the pitch stop. I am sure that the pitch stop is close. I am glad I got it right the first time. The Lycoming governor location combined with the proximity of the accessory to the firewall is terrible in terms of accessibility.
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@haymak3r your best bet at that altitude is to set the richest cylinder at whatever setting is the smoothest between peak and 100ROP.
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Yea, that’s below average for sure unless you have a super heavy plane. Below is a screenshot from FA of my F model at -2200lbs. it was indeed a cold day. I was flying at 105mias into a strong wind out of the NW. It is admittedly at the upper end of the scale but you should not be far off.
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He’s on YouTube and by the looks of their injector testing, you’re correct.
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Some cars are worse than others. Walnut media blasting is a common practice for some DFI intakes (some of the Audi S cars are particularly bad). It’s not that the EGRs clog, it’s that fuel being sprayed into the intake port is what keeps EGR deposits from building up in the intake and valve stems. With the injectors moved into the cylinders (DFI) there is nothing to clean away deposits. Diesels can be really bad. The life of some of these engine could be dramatically extended if the weren’t forced to breath their own emissions.
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Parker/Cleveland Master Brake Cylinder
Shadrach replied to Garry Edson's topic in General Mooney Talk
Hmmm, I just rebuilt the stock master cylinders my 57 year old F model. I think the kit cost me $25 a few years ago. I wouldn’t flip out over $2800, I would politely decline the maintenance and retrieve my aircraft immediately. Rods can be straightened and I’d bet the o rings are off the shelf items. -
Yes until the intake ports foul from from the EGR system because there is no fuel cleaning off the components.
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Yes. More than 100 years of advancements in materials science, combustion science and applied information technology…effortless.
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Me too apparently. However, when you think about all the things that are happening simultaneously to facilitate a perfect start to idle with no coughing or sputtering it is kind of fascinating.
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I would bet your right about the time required, However, I would also bet that you are spinning your starter a lot more. Whether that makes a difference in it’s useful life is debatable. There is something gratifying about getting the prime just right and having it start in one blade like it’s rubber band powered.
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I’m interested in the switcheon. Can youn DM me with details?
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It semantics. The fuel and air are mixed in the nozzle which then atomizes in the ambient air when it discharges from the nozzle. I’m sure some of the fuel condenses on the cold intake in winter time. I prime a 40° engine a bit longe than a 90° engine, but not a lot longer. I’m not trying to be pedantic, I just think this is a “how many angels can dance on the head of a pin” type of analysis.
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If you read any of the fuel system manuals (Bendix or Continental) they will state in on so many words that fuel is mixed with air (via bleed screen) in the nozzle to facilitate atomization. The mechanic who told you to wait for the fuel to vaporize probably heard it from someone else who probably heard it from someone else etc. In reality the fuel that is sprayed into the intake is atomized when it leaves the nozzle.
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Don’t prime a hot IO360.
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The boost pump is used to prime the engine. I don’t think there is much of an operational difference. The intake has been charged with fuel. 6 seconds later, it’s still charged with fuel.
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Hat tip to Clarence for the info… https://www.thermoid.com/wp-content/uploads/AERODUCT-Aviation-Ducting-and-Hose-Products-Catalog.pdf
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Most of the manufacturers use some sort of flexible boot/coupler. Hyper Cherokees have a somewhat larger rubber accordion style made of a similar material to the Mooney’s. Some Cessna utilize what looks like a thin silicone material reinforced with fabric. None of them are squeezed in to as tight of a space the E/F model. Some twin Cessnas use round silicone duct IIRC.
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Nor do I. It may be something as simple as a general requirement that all servo hardware be safetied?
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That’s good speed! I can’t make out the fuel flow? Any idea the DA? Looks like a beautiful day.
