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01-31-2017, 07:57 AM
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Join Date: Sep 2007
Location: Central IL
Posts: 5,516
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Ross, thanks for that top picture. That answers my a nagging question on how to direct airflow into the cylinders. I have been stalled on that area between the cylinders.
WOOO HOOOO! A solution found!! (copied)
Another question. It appears Dave has directed his oil cooler air downward, but it seems to dump behind his exit fence, is that correct? Or is there something we don't see?
__________________
Bill
RV-7
Lord Kelvin:
“I often say that when you can measure what you are speaking about,
and express it in numbers, you know something about it; but when you
cannot measure it, when you cannot express it in numbers, your knowledge
is of a meager and unsatisfactory kind.”
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01-31-2017, 08:13 AM
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Join Date: Mar 2005
Location: Calgary, Canada
Posts: 5,766
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Quote:
Originally Posted by BillL
It appears Dave has directed his oil cooler air downward, but it seems to dump behind his exit fence, is that correct? Or is there something we don't see?
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There's a photo on page 2 of this thread which shows his oil cooler duct.
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01-31-2017, 09:33 AM
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Join Date: Oct 2005
Location: 08A
Posts: 9,500
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Quote:
Originally Posted by BillL
Ross, thanks for that top picture. That answers my a nagging question on how to direct airflow into the cylinders. I have been stalled on that area between the cylinders.
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Interesting. Dave is extending silicone wrap well past the 9 and 3 positions on some cylinders. The red wraps on the head fins between 1/3 and 2/4 probably do not extend down into the gap, as passage area is shared there. Inboard, I wonder if there is any wrap on the steel fins, under the baffle plates?
Bill, check the top view profile of the inlet floors.
Quote:
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Another question. It appears Dave has directed his oil cooler air downward, but it seems to dump behind his exit fence, is that correct? Or is there something we don't see?
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Drop a note. I'll bet he would send a photo if you ask.
__________________
Dan Horton
RV-8 SS
Barrett IO-390
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01-31-2017, 11:25 AM
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Join Date: Sep 2007
Location: Central IL
Posts: 5,516
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Quote:
Originally Posted by rv6ejguy
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Ross, I have seen this picture, but it looks like the oil cooler air discharge is behind/below the exit guide fence. Following Daves work over the years I don't challenge the results, just wanted to make sure I was interpreting the photo correctly. If so, it does not make much difference undercowl to do it that way. I wanted to get my cooler discharge off of the half-raven catch tank and directed downward, but was puzzled as to how to get it directed back in the exit stream, if that was even a factor.
PS - DanH directs his cooler discharge air to the exit, but that is due to his higher lower cowl pressure with the cowl flap.
__________________
Bill
RV-7
Lord Kelvin:
“I often say that when you can measure what you are speaking about,
and express it in numbers, you know something about it; but when you
cannot measure it, when you cannot express it in numbers, your knowledge
is of a meager and unsatisfactory kind.”
Last edited by BillL : 01-31-2017 at 11:30 AM.
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02-03-2017, 08:05 AM
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Join Date: Mar 2005
Location: Calgary, Canada
Posts: 5,766
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Dave has his new injectors installed but will be not be able to fly for some time as the weather has clamped in for a while.
In the meantime, he sent some more photos of his cowling ducting arrangement. His usual, very nice work:

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02-03-2017, 08:58 AM
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Join Date: Oct 2011
Location: Pilot Hill, CA
Posts: 845
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The March 2017 issue of Kitplanes features an outstanding article by Dave Andrers, "Putting the Experiment in Experimental".
A portion of the article is dedicated to his use of the SDS EFI and Light Speed Plasma EI on his RV-4. Articles like this help me better understand the advantages of these more sophisticated systems and how they improve performance and economy.
It would be interesting to hear more about his electrical system. I don't see an alternator in any of the photographs. Maybe there's one on the back of the engine accessory case.
Back to spectating and learning.
__________________
Charlie
RV-8
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02-03-2017, 11:19 AM
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VAF Moderator / Line Boy
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Join Date: Jan 2005
Location: Dayton, NV
Posts: 12,256
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Quote:
Originally Posted by Chkaharyer99
The March 2017 issue of Kitplanes features an outstanding article by Dave Andrers, "Putting the Experiment in Experimental".
A portion of the article is dedicated to his use of the SDS EFI and Light Speed Plasma EI on his RV-4. Articles like this help me better understand the advantages of these more sophisticated systems and how they improve performance and economy.
It would be interesting to hear more about his electrical system. I don't see an alternator in any of the photographs. Maybe there's one on the back of the engine accessory case.
Back to spectating and learning.
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You'll be seeing more detail on Dave's work in KP in the coming year as well....but this weather (that Ross mentioned) has to clear up across the Sierra so I can make the 30 minute flight to go shoot some pictures!
__________________
Paul F. Dye
Editor at Large - KITPLANES Magazine
RV-8 - N188PD - "Valkyrie"
RV-6 (By Marriage) - N164MS - "Mikey"
RV-3B - N13PL - "Tsamsiyu"
A&P, EAA Tech Counselor/Flight Advisor
Dayton Valley Airpark (A34)
http://Ironflight.com
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02-03-2017, 12:08 PM
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Join Date: Sep 2007
Location: Central IL
Posts: 5,516
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Quote:
Originally Posted by rv6ejguy
In the meantime, he sent some more photos of his cowling ducting arrangement. His usual, very nice work:
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Thanks, Ross, that makes perfect sense now for that oil cooler effluent integration.
__________________
Bill
RV-7
Lord Kelvin:
“I often say that when you can measure what you are speaking about,
and express it in numbers, you know something about it; but when you
cannot measure it, when you cannot express it in numbers, your knowledge
is of a meager and unsatisfactory kind.”
Last edited by BillL : 02-03-2017 at 02:11 PM.
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02-14-2017, 07:31 AM
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Join Date: Mar 2005
Location: Calgary, Canada
Posts: 5,766
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Running New Injectors
Dave has started testing with the new top mount injectors. Here is his update:
"...I?ve had enough good weather to start dialing in the RPMFUEL values. It started and idled just as before. It seems to start perhaps a little easier if that?s possible...about 1-11/2 blades, so maybe 1/2 a blade sooner. Sometimes it starts before a full blade. It idles even slower. It will continue to run at 300 rpm where it shakes a lot because of the interaction of each cylinder firing and the weight of the constant speed prop. It runs very smooth at 600+/- rpm.
The guys on my taxiway came out and couldn't believe how smooth it sounds, and the guy across the rwy who was watching called and asked if i had put a muffler on it, it was so quiet and smooth.
When my ECU was updated, the MAP indication now is within 0.2? or less at times then the Dynon and exactly the same as Plasma III at times, otherwise within 0.1?. Thank you.
I?m getting closer to a good RPM FUEL map . I did get cruise temps for the #1 & #3 cylinders. At 20? and 2300 rpm and OAT of 59 F the injectors were 71 & 84 degrees F respectively. I will get climb and after shut down temps in the future. My fuel pressure runs the following under these conditions: STATIC is 42 psi.
RPM 600 2800
FUEL PRES 30.5 42.5
MAP 5.7? 29.40?
The duty cycle appears to be about 74% at WOT.
My fuel flow numbers seem be way off. Is there a different Dynon value for these injectors? (yes- Ross)
When I have it dialed in, I?ll do some comparisons for fuel economy and max speed."
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03-01-2017, 07:16 AM
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Join Date: Mar 2005
Location: Calgary, Canada
Posts: 5,766
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Dave has been able to do only a little testing lately due to the poor weather around his base but here's an update from yesterday.
"We have a few good days before they say we get more rain.
Testing is going great. I should have some good info in a few days. I downloaded version 5.5 and did a run up to get the maps data. It worked great."
Here's a screenshot of the PC data logging program showing Dave's current values as he's working on them.
... "I haven?t had time to analyze today's flight but I?m certain the MAP values from about 13.3 down are way too rich which was evident from gauge 3 mode during idling around and during run up... The zeros in the MAP table have eliminated the popping and everything else is working great...
It starts literally before the end of the first blade at times. No hard starts anymore. It just fires up and idles. What a great system. So far I see no reason for anyone to have to use the induction tube position. Should have some max climb, max speed and economy numbers soon if the weather holds."
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