Diesel engine

sidk wrote:

Richard,
Check this out... four K-type thermocouples and readout for $100! I
have had one for a couple years and it gets used every flight. Omega
is a well-respected name in industrial/scientific community.

http://www.omega.com/ppt/pptsc.asp?ref=HH501DK

Sid Knox
Velocity N199RS
Starduster N666SK
KR2 N24TC
W7QJQ

One thing I would like to instrument is the carburetor temperature.

Not a permenant gauge on the panel (I have one - but there's no space).
Just a low buck way of monitoring the carb temp in flight for a while to
see whazzappenin and see if pulling the carb heat knob is really doing
anything.


The carb is below the engine (KR2 style intakes manifold from GPAS)
where it is not warmed much from engine heat.

One of these days I want to make new exhaust pipes with a proper
carb heat muff.

But for now, I wonder if the air passing thru the cylinder fins would
be hot enough (too hot enough?) to work well - or not?

Only way to know for sure is to measure it.

Isn't there supposed to be a way to do that with a digital multimeter
and thermosistor, or thermocouple (what)?

Richard




Thanks Sid, Very intereseting site.
And yes, that puppy just might solve my silly problems...

Richard

On Mon, 26 Apr 2004 wrote:

Hey George, good to hear from you. The Lycoming engine can get as low
as .38 BSFC when properly set up.

Hi Corky. You don't really believe that now, do you?

Those motors burn 8 to 10 gph near the ground - that ain't .38.

I'm getting set to do the ground runs on my engine and intend to run
it throughout the summer at high power settings.

Great! It took me a long time to feel confident about mine, but I
did learn alot, and am very happy with it.

Mounting on a trailer or truck lets you move around the countryside,
so you don't make everyone angry. (Even the airport managers would shoo
me off after a few hours of prop/engine noise).

We wish you well, and hope you can visit us in Florida someday.
We are near the SRQ airport, have a Mustang convertible to loan,
an extra room etc.

George Graham
RX-7 Powered Graham-EZ, N4449E
Homepage http://bfn.org/~ca266

On Mon, 26 Apr 2004 20:06:46 -0400, "George A. Graham"
wrote:

Mounting on a trailer or truck lets you move around the countryside,
so you don't make everyone angry. (Even the airport managers would shoo
me off after a few hours of prop/engine noise).

I think it actually will fit in the back of my pickup (haven't taken
the time to measure yet), and as you know, we live right next to some
pretty dense woods. I could trundle it up to the logging landing
above us and run it all day without bothering anyone.

My worry is to tie it down REALLY well because I will be using the IVO
prop to generate the load and I'll have to pitch the prop to allow the
engine to make 4,800 rpm, after it's run in a bit. At that rpm, there
will be lots of thrust, don't want that engine and stand leaping off
the truck and wailing into the woods. ;-)

I feel I need to have a hobbs meter and carefully thought out
documentation of the engine runs so that the DAR can see that the
engine has been thoroughly tested. So all the instrumentation that
the engine would normally have in the cockpit, should be there on the
little instrument panel I've attached to the test stand. That means
the EGT guage so I can adjust the mixture and test to see if it will
run smoothly lean of peak. I need to be standing there in the howling
wind taking down readings at regular intervals throughout the testing.

Corky Scott

In charles.k.scott@
dartmouth.edu wrote:

I think it actually will fit in the back of my pickup (haven't taken
the time to measure yet), and as you know, we live right next to some
pretty dense woods. I could trundle it up to the logging landing
above us and run it all day without bothering anyone.

If it were me, I would try to pick up a used trailer and turn that into
my test stand. Then you won't be risking damage to your engine from
repeated loading/unloading operations every time you want to do some
testing. This assumes that you will want to use your pickup truck for
things other than a test stand.

run smoothly lean of peak. I need to be standing there in the howling
wind taking down readings at regular intervals throughout the testing.

You could get one of those surveillance camera setups that are
advertised in various places and mount it to read your instruments. You
would then be able to monitor them from the relative comfort of your
pickup cab.

----------------------------------------------------
Del Rawlins-
Remove _kills_spammers_ to reply via email.
Unofficial Bearhawk FAQ website:
http://www.rawlinsbrothers.org/bhfaq/

Del Rawlins wrote in message ...
In charles.k.scott@
dartmouth.edu wrote:

I think it actually will fit in the back of my pickup (haven't taken
the time to measure yet), and as you know, we live right next to some
pretty dense woods. I could trundle it up to the logging landing
above us and run it all day without bothering anyone.

If it were me, I would try to pick up a used trailer and turn that into
my test stand.

Uh, what about putting a muffler on it? Won't it be flying with
some kind of muffler or tuned exhaust system or something that
cuts the noise?

Hey, I'm just asking.

--

FF

On 28 Apr 2004 15:23:49 -0700, (Fred the Red
Shirt) wrote:

Uh, what about putting a muffler on it? Won't it be flying with
some kind of muffler or tuned exhaust system or something that
cuts the noise?

Hey, I'm just asking.

A muffler was definately part of my original plans, but I just don't
have room to install a muffler and route the exhaust in behind the
radiator to augment the exit airflow. I could test the engine with
several mufflers clamped on though.

It may not make an enormous amount of noise because the exhaust
headers will only be 1 3/8" in diameter and each runner will be 40
inches long. Then they collect into two 2" tubes that themselves will
be about three feet long.

The noise will definately be directional so I might be able to turn
the engine away from the houses and run it without disturbing anyone.

We live next to the woods so if I aim it at the trees... I'll just
have to see how things go.

First I have to fabricate the headers, then set the engine in the test
stand and get serious about running it.

Corky Scott

On Mon, 26 Apr 2004 20:06:46 -0400, "George A. Graham"
wrote:

On Mon, 26 Apr 2004 wrote:

Hi Corky. You don't really believe that now, do you?

Those motors burn 8 to 10 gph near the ground - that ain't .38.

Hey George, what's your firewall forward ... err, aft weight with the
mazda transmission? Any adea how it compares to, say an o-320 all up?

--
David Munday -
Webpage: http://www.ase.uc.edu/~munday
"Adopt, Adapt, and Improve" -- Motto of the Round Table

On Tue, 27 Apr 2004, it was written:

Hey George, what's your firewall forward ... err, aft weight with the
mazda transmission? Any adea how it compares to, say an o-320 all up?

Hi Dave, It must be very close to the Lycoming, as my airplane weighs
940 lbs empty, same as most O-320 powered canards. But no, I have not
yet weighed the motor separately. I might do so in the future, as I'd
like to repaint my motor mount with epoxy paint.

George Graham
RX-7 Powered Graham-EZ, N4449E
Homepage http://bfn.org/~ca266

"George A. Graham" wrote:

On Tue, 27 Apr 2004, it was written:

Hey George, what's your firewall forward ... err, aft weight with the
mazda transmission? Any adea how it compares to, say an o-320 all up?

Hi Dave, It must be very close to the Lycoming, as my airplane weighs
940 lbs empty, same as most O-320 powered canards. But no, I have not
yet weighed the motor separately. I might do so in the future, as I'd
like to repaint my motor mount with epoxy paint.

George Graham
RX-7 Powered Graham-EZ, N4449E
Homepage http://bfn.org/~ca266

George, reliable information like that is exceptionally hard to come by.

If you go the trouble to weigh everything, please share it with us?


Richard