Engine Analyzers

"Ray Andraka" wrote in message
...
I'm very happy with my Reiff System. I've had it on my Six since 1997.
Made it
easy to add the JPI EDM700 last summer...all the CHT wells were still
open. The
heaters will get teh engine up to around 50 deg in a few hours with just
cowl
plugs on.

Tom Sixkiller wrote:
reason I have a Reiff system (bands, no probes)

How's that Reiff system worked for you? I'm about to go from needing
extra
cooling baffles (Arizona) to a engine heater (Colo. Springs). My F33A
already has an JPI-700.

What are your temperatures like during winter? Though the plane will be
hangared (non-heated, but with 120V power), the Springs can get down well
below zero.

I was wondering if a thermal blanket of soe sort would help (ie, what kind?
I'm sure one of my wife quilts would not be appropriate, for various
reasons).

Thanks,

Tom

"Victor J. Osborne, Jr." wrote in message
...
No complaints. The install was easy, the product works as advertised.

I'm in TN, so the temps get into the teens at night a few months a year.
For the early morning trips, the engine fires up and the oil temp is ready
to go. (The JPI flashes a warning if the oil is not up to set temp yet)

--
Any problems leaving it plugged in for days on end? The Springs often get
well below zero.

Thanks!!

On Sun, 6 Jun 2004 20:55:11 -0700, "Tom Sixkiller"
wrote:

Any problems leaving it plugged in for days on end? The Springs often get
well below zero.

Tom,

I have a Tanis system which heats all four cylinders and the oil. I leave
it plugged in all winter (except when flying), and also put an engine cover
on.

Oil temps are around 70-80°F and CHT's around 100°F on the coldest
(subzero) mornings.




Ron (EPM) (N5843Q, Mooney M20E) (CP, ASEL, ASES, IA)

No problems with the system leaving it plugged in 24/7. I did that before my
engine overhaul. There is a potential problem with any engine heater leaving it
plugged in for long periods of time because of potential for the moisture to
condense on cooler portions of the engine, notably the camshaft. If you are
going to leave it plugged in 24/7, I would invest in insulating covers for the
prop and cowl so that you don't have large heat losses creating cool
condensation surfaces in the engine.

Tom Sixkiller wrote:

"Victor J. Osborne, Jr." wrote in message
...
No complaints. The install was easy, the product works as advertised.

I'm in TN, so the temps get into the teens at night a few months a year.
For the early morning trips, the engine fires up and the oil temp is ready
to go. (The JPI flashes a warning if the oil is not up to set temp yet)

--
Any problems leaving it plugged in for days on end? The Springs often get
well below zero.

Thanks!!

--
--Ray Andraka, P.E.
President, the Andraka Consulting Group, Inc.
401/884-7930 Fax 401/884-7950
email
http://www.andraka.com

"They that give up essential liberty to obtain a little
temporary safety deserve neither liberty nor safety."
-Benjamin Franklin, 1759

Typically it goes down to the mid teens. An insulated cover improves things (I
have an insulated cowl cover, but usually don't use it). The prop is a huge
heat sink too, and should also be insulated if you are leaving the heater
plugged in all the time.

Tom Sixkiller wrote:

"Ray Andraka" wrote in message
...
I'm very happy with my Reiff System. I've had it on my Six since 1997.
Made it
easy to add the JPI EDM700 last summer...all the CHT wells were still
open. The
heaters will get teh engine up to around 50 deg in a few hours with just
cowl
plugs on.

Tom Sixkiller wrote:
reason I have a Reiff system (bands, no probes)

How's that Reiff system worked for you? I'm about to go from needing
extra
cooling baffles (Arizona) to a engine heater (Colo. Springs). My F33A
already has an JPI-700.

What are your temperatures like during winter? Though the plane will be
hangared (non-heated, but with 120V power), the Springs can get down well
below zero.

I was wondering if a thermal blanket of soe sort would help (ie, what kind?
I'm sure one of my wife quilts would not be appropriate, for various
reasons).

Thanks,

Tom

--
--Ray Andraka, P.E.
President, the Andraka Consulting Group, Inc.
401/884-7930 Fax 401/884-7950
email
http://www.andraka.com

"They that give up essential liberty to obtain a little
temporary safety deserve neither liberty nor safety."
-Benjamin Franklin, 1759

"Victor J. Osborne, Jr." wrote in message ...
Ditto the voltage and fuel flow. FF works great with a GPS although you may
have to bump the fuel flow (pressure) because of the restriction of the
transducer. My fuel flow when from 25+ at sea level to 22. After adjusting
the pressure, we were back to good flow at takeoff and climb.

The voltage is redundant with a panel gauge but the alarm feature lets you
know if the alternator drops off. You will quickly add the JPI to your
normal scan.

I plugged my EDM into my voice annunicator. That way if the EDM thinks
anything is wrong the annunicator says, "Check engine monitor". I
didn't have any noticable change in pressure with the transducer but I
fly a Mooney and sip my gas slowly.

-Robert

AS the other posts w/ say, yes, I leave it plugged in. I DO like to put rag
around the dip stick to allow moisture to get out. You can also get a temp.
sensitive plug adapter to shut of the unit if the days get warm.

--

Thx, {|;-)

Victor J. (Jim) Osborne, Jr.



take off my shoes to reply

MikeM wrote:
It sure shows what a ****TY job Cessna did when they "designed" the
cowling/baffling in my L model Skylane. I have improved the cht
balance greatly with some added baffling. Front two chts are still
40 deg F colder than the back four.

Interesting, Mike. Where did you add the baffling?


It also shows how POOR the mass-flow balance between the front and
rear cyclinders is on the Continental O470R. Due to the brain-dead
induction plumbing, the front two cyl get much less fuel/air than the
other four.

How do you tell the difference between fuel/air QUANTITY and fuel/air RATIO?

Mark Mallory wrote:

MikeM wrote:
It sure shows what a ****TY job Cessna did when they "designed" the
cowling/baffling in my L model Skylane. I have improved the cht
balance greatly with some added baffling. Front two chts are still
40 deg F colder than the back four.

Interesting, Mike. Where did you add the baffling?

Front two, 5&6 CHTs are too cold due to being blasted directly
with cold air via the intake scoops, (in addition to 5&6 having
the lowest EGTs, as discussed below). Cessna realized this, and
has made the scoop openings progressively smaller over the years.
(Also done for drag reduction).
I installed a "cold weather kit", which partially shields the
front two cyls from the direct air blast. It reduces the CHT
differenial between 5-3 and 6-4. When I started, the front
cyl ran ~300degF, now they are about 345.

The middle two, 3&4, were always the hottest, while
the back two, 1&2 ran cooler. I played with the baffles below the
cylinders, sealed all the holes in the air dam (surrounding
the magnetos), and stiffened the baffle silicone seals (used
stiffer 3/32 silicone instead of 1/16) and that reduced the CHT
differentials between 3-1 and 4-2.

It also shows how POOR the mass-flow balance between the front and
rear cyclinders is on the Continental O470R. Due to the brain-dead
induction plumbing, the front two cyl get much less fuel/air than the
other four.

How do you tell the difference between fuel/air QUANTITY and fuel/air
RATIO?

I have never subscribed to the notion that the carburettor knows if
the air moving through it is destined for the front cylinders or the
rear ones. In other words, the mixture is established as the air
flows through the carb. Once mixed, there is a pretty big slug
of fuel/air sitting in the induction tubes waiting for the next intake
valve to open.

When an intake valve opens, the fuel/air mix is sucked into the
cylinder. The EGT is effected by the total volume
sucked in, (as well as the mix ratio). My EGTs have consistently been
hottest on the back two, 1&2, and lowest on the front two, 5&6; inversely
proportional to the length of the induction tubes between the carb
and the intake port. I believe that it is the flow resistance along
the induction tube that prevents cyl 5&6 from getting as much fuel/air
as 3&4 as much as 1&2. I dont see this distribution on Lycoming engines.
On Lycs, I attribute this to the carb being under the center of the
engine, and the induction tube lengths from carb to each cyl are more
equal...

I'd like someone to explain how the ratio of fuel/air can change
depending on which cyl is sucking? In other words, how could the front
cylinders be getting a different mixure ratio?

MikeM