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Showing content with the highest reputation since 12/10/2018 in all areas

  1. 1 point
    CHT's are only on cylinder 2 & # and most of our EGT's are on the back cylinders 3 & 4. There are a few with all 4 EGT's, but not many. The EGT is a measure of the burn conditions within the cylinder and the CHT the cooling around the head (or the system itself). So this limits the question to cylinder #3. The answer is yes they can be different. From a loose CHT probe and bad EGT probe or a coolant issue. A reduced flow or using waterless coolant.
  2. 1 point
    Thank you! This Forum is such an awesome resource! You know, like anything else, if you just pour yourself into it (cautiously, ha ha) after a while of swimming around in it, it just unveils itself. Now that I know how I will compress the spring, it does not seem like that much of a challenge. I have a mini milling machine so I can make little tool details when I need them. But the metal part needed for this could be made of tubing and the slot made with a Dremel motor. I'm looking forward to posting a picture . . .
  3. 1 point
    The engine is leaner in the mid 4K's. It runs richer at high rpms to help stave off detonation. No problem here.
  4. 1 point
    Shoot for 5700-5750. If you see 5800+ then adjust the prop pitch a tad courser.
  5. 1 point
    Yeah, we knew it was you the whole time...; )…
  6. 1 point
    I'm trying to say that an uncoordinated turn can be very good for stall(/spin) management, in the pattern, as long as its a slip (too much bank for the radius) and not a skid (too little bank for the radius). What do you mean when you say 'only slipped ... into the wind' ? I don't think that has meaning because we fly and slip in the relative wind and there we remain till we land. I guess you could do a slipping turn that moves your course into the wind for landing but that's not what you mean. You seam to mean slipping on upwind but not downwind or even crosswind but that brings us back to the fact that we are flying in the relative wind and upwind vs downwind are no different. Also, aerodynamically speaking there is no difference between a forward slip and a side slip.
  7. 1 point
    Very strange and i initially thought a language barrier but i dunno ....... He did mention 'during takeoff...." so unless a language issue ... it implies the prop was attached yeah ? lol
  8. 1 point
    Well, from just a mathematical point of view, one hour at 5500rpm will produce 5% more engine rotation cycles than 5250rpm. More cycles will always mean more wear on the pistons/rings/cylinders/bearings. That doesn't mean it's a difference that has any practical effect on engine life, but it is kind of hard to escape the math. I run my engine wherever I need to to accomplish my goals. 4000rpm sometimes when flying with my slow friends in their Cubs and Avids (I can hear Roger shuddering), 5000rpm when enjoying a flight around the patch, 5200-5300rpm in cruise when traveling (I have started to really like 5300), or 5400-5500rpm when I'm trying to get somewhere fast. I don't worry so much about what rpm or throttle setting I'm running at any given moment, I just try to operate using best practices in general. If I need 5600rpm to catch up to another airplane for a minute or two I'm not going to sweat it, nor am I going to get wound around the shaft about operating my airplane for an hour at 4000rpm. Rotax has not come out against either one in any strong way, so I assume those are acceptable, considering my other 90% of the time within the normal 5000-5500rpm range.
  9. 1 point
    RPM no, there's no direct relationship. Throttle yes, though. It's about the air mass moving through the venturi, the air pressure under the diaphragm, the vacuum above it (dictated by air moving through the venturi), and the piston spring trying to hold the piston closed. The needles have a taper to them. There's a point after which the piston is fully retracted, and the fuel limitation is no longer the needle, but the diameter of the jet. This is the "full rich" mode and will supply much more fuel than the engine actually needs. If you were to change the jet diameter, you could lean or enrichen the full power setting (not recommended, just saying this is how they do it in motorcycles that use these same carbs). At high altitudes though, there might not be enough of an air pressure delta to lift the piston against the spring. So you'll never actually see full rich.
  10. -2 points
    Ed and Andy B, I stand corrected... I meant "skid"... appreciate the correction... , I never claimed I was smart ; )... Thanks Leathers, I have a thick skin, the "anonymous" people give me the creeps. I have attached a photo of the plane going into its hangar home for the first time, my son, who is soon to start lessons in it, grabbed my camera and took this pic. We moved N521JW from the Dealer's hangar in Woodstock to Chester, CT. My local instructor is now checked out and he made a superb landing as it arrived. Lots of interest in the CT, very nice people here at the Airport. Many adventures to come ! .