X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imr-da01.mx.aol.com ([205.188.105.143] verified) by logan.com (CommuniGate Pro SMTP 5.4.0) with ESMTP id 5044570 for flyrotary@lancaironline.net; Thu, 07 Jul 2011 06:51:47 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.105.143; envelope-from=Lehanover@aol.com Received: from imo-ma02.mx.aol.com (imo-ma02.mx.aol.com [64.12.78.137]) by imr-da01.mx.aol.com (8.14.1/8.14.1) with ESMTP id p67Ap5xQ030607 for ; Thu, 7 Jul 2011 06:51:05 -0400 Received: from Lehanover@aol.com by imo-ma02.mx.aol.com (mail_out_v42.9.) id q.1050.a5e710b (55486) for ; Thu, 7 Jul 2011 06:51:00 -0400 (EDT) Received: from magic-d20.mail.aol.com (magic-d20.mail.aol.com [172.19.155.136]) by cia-md01.mx.aol.com (v129.10) with ESMTP id MAILCIAMD012-d8be4e158f94351; Thu, 07 Jul 2011 06:51:00 -0400 From: Lehanover@aol.com Message-ID: Date: Thu, 7 Jul 2011 06:51:00 EDT Subject: Re: [FlyRotary] fuel flow To: flyrotary@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_ab873.2b884051.3b46e994_boundary" X-Mailer: AOL 9.6 sub 5004 X-AOL-IP: 173.88.24.45 X-Spam-Flag:NO X-AOL-SENDER: Lehanover@aol.com --part1_ab873.2b884051.3b46e994_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit I suggest adding a bunch of fuel first. Then lean back to take off power at about 50 to 100 degrees rich of peak power/EGT, or under 1600 degrees. Or F/A in the 12s. We have people in charge of warping apex seals. You do not need to cover that again. I sense a lack of check list. I detect more than one change at a time. (a dyno room violation) Is there at least a 50 pound CO2 fire extinguisher standing there with the pin out? Timing at 20 degrees BTDC is fine up to 9,000 RPM on low octane pump gas. Remember pump gas burns a bit faster than avgas. We are looking for best cylinder pressure at about 50 degrees after TDC not 18 degrees like a piston engine. Turbo engines at high boost can be at 10 degrees BTDC. Too much advance kills HP and adds heat. Lynn E. Hanover In a message dated 7/6/2011 11:31:26 P.M. Paraguay Standard Time, echristley@nc.rr.com writes: My tuning skills are improving. With my dyno-prop installed, I was topping out at about 4,000 rpm. The spark advance was on the way down, but the AFR was on the way up. Way up. To the point of lean cut-off. Right before the stumble, at 3800rpm, I was burning approximately 5.25gph. At an idle centered around 800rpm, the burn was about 0.6gph. --part1_ab873.2b884051.3b46e994_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

I suggest adding a bunch of fuel first. Then lean back to take= off=20 power at about 50 to 100 degrees rich of peak power/EGT, or under 1600 deg= rees.=20 Or F/A in the 12s. We have people in charge of warping apex seals. You do= not=20 need to cover that again.

I sense a lack of check list. I detect more than one change at a time= .=20

(a dyno room violation)

Is there at least a 50 pound CO2 fire extinguisher standing there wit= h the=20 pin out?

Timing at 20 degrees BTDC is fine up to 9,000 RPM on low octane pump= gas.=20 Remember pump gas burns a bit faster than avgas. We are looking for best= =20 cylinder pressure at about 50 degrees after TDC not 18 degrees like a pist= on=20 engine. Turbo engines at high boost can be at 10 degrees BTDC. Too much ad= vance=20 kills HP and adds heat.

Lynn E. Hanover

In a message dated 7/6/2011 11:31:26 P.M. Paraguay Sta= ndard=20 Time, echristley@nc.rr.com writes:

My=20 tuning skills are improving. With my dyno-prop installed, I was=20
topping out at about 4,000 rpm. The spark advance was on the= way=20 down,
but the AFR was on the way up. Way up. To the poin= t of=20 lean cut-off.
Right before the stumble, at 3800rpm, I wa= s=20 burning approximately
5.25gph. At an idle centered around 800r= pm,=20 the burn was about 0.6gph.

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