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  #31  
Old 06-08-2017, 02:54 PM
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hlangebro hlangebro is offline
 
Join Date: Mar 2012
Location: San Diego, CA
Posts: 130
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Are you sure your fuel flow device is calibrated correctly????
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Håkan Langebro
San Diego, CA

RV-7A, slider
Lycoming O-320 D1A, 160hp C/S
First flight 6-11-13

Re-engineering a Lancair 360..!


http://www.youtube.com/watch?v=AJuQ68tccTQ
http://www.mykitlog.com/hlangebro/
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  #32  
Old 06-08-2017, 02:56 PM
ALMARTON ALMARTON is offline
 
Join Date: Mar 2010
Location: BRAZIL
Posts: 130
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Hey folks!

There were a bulletin for this fuel pump:

https://www.lycoming.com/sites/defau...eplacement.pdf

Continued operation of a non-conforming fuel pump can cause fuel leakage out of the airframer’s vent line
or into the engine crankcase.

And that what happened!

Got very lucky indeed so.

My plane despite only 143 hours since new was bought from a professional Company in 8/2015

They never told me about that bulletin despite they have a department just for that...
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Alexandre "neck" Marton
Brazil
RV7A (8/2015 built by FLYER)
Lycoming 180 HP - YIO-360-M1B, Hartzell C2YR-1BFP/F7497– 72’’, Garmin panel - G3X Touch, GTN650, GTS800, WX-500, BATT CONCORDE RG-25XC AEROBATIC SEALED.
-------------
Others: RV9A
Lycoming XIO320-D1A, Hartzell HC-C2YL-1BF/F7663-4 , CS GOVERNOR MTV-12-B, DYNON D180
AND GARMIN AVIONICS
(Sold with aprox 300hrs flown from Dec/2010 -- JUN/2014)
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  #33  
Old 07-03-2017, 09:21 AM
ALMARTON ALMARTON is offline
 
Join Date: Mar 2010
Location: BRAZIL
Posts: 130
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Folks,

Glad to inform that:

1 - After detecting a fuel pump leak and changing it to a new one.
2 - Cleaning injection nozzles
3 - Setting AVSTAR Fuel System to standards

But mainly due to (1) , got the aircraft 30% more economical. 30% reduction on fuel consumption.

Did few tests yet but the numbers point to 153 kts TAS ate 8000ft (density altitude) with 31,5 lts/h (aprox 7,8 gal/h) - 65% power ( 21.5 map / 2450 rpm)

The engine sound changed a lot (due to fiddling in the injection) it is a bit rough in comparison to before, but the temps and pressures are ok with little variation between cylinders.

Keep you posted as new tests go and data is consolidated...

Happy already.


A note.... The fuel pump should have been changed in the 25 hours inspection by (warranty) but the shop that did stated that Service Bulletin No. 621B did not apply , they where mistaken it did and it almost cause a flight incident with problabe costs and injuries. I am claming for a refund on the fuel pump change costs.

Keep you posted!
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Alexandre "neck" Marton
Brazil
RV7A (8/2015 built by FLYER)
Lycoming 180 HP - YIO-360-M1B, Hartzell C2YR-1BFP/F7497– 72’’, Garmin panel - G3X Touch, GTN650, GTS800, WX-500, BATT CONCORDE RG-25XC AEROBATIC SEALED.
-------------
Others: RV9A
Lycoming XIO320-D1A, Hartzell HC-C2YL-1BF/F7663-4 , CS GOVERNOR MTV-12-B, DYNON D180
AND GARMIN AVIONICS
(Sold with aprox 300hrs flown from Dec/2010 -- JUN/2014)
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  #34  
Old 07-03-2017, 10:00 AM
Chkaharyer99 Chkaharyer99 is offline
 
Join Date: Oct 2011
Location: Pilot Hill, CA
Posts: 763
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Alex,

Good job finding the problem and fixing it.

On another note, do you have any threads and pics detailing your RV flying experiences in Brazil?
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Charlie
RV-8
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  #35  
Old 07-03-2017, 11:26 AM
Bavafa Bavafa is offline
 
Join Date: Oct 2007
Location: Sacramento, CA
Posts: 2,127
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Quote:
Originally Posted by ALMARTON View Post
Folks,

A note.... The fuel pump should have been changed in the 25 hours inspection by (warranty) but the shop that did stated that Service Bulletin No. 621B did not apply , they where mistaken it did and it almost cause a flight incident with problabe costs and injuries. I am claming for a refund on the fuel pump change costs.

Keep you posted!
Do you know which fuel pump you had and how it was missed by identifying it as "did not apply"? I just checked mine a couple of months ago and also did not apply to mine. There is three or more conditions need to match to apply.
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Mehrdad
RV7A - IO360M1B - SOLD
Dues paid
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  #36  
Old 07-03-2017, 11:34 AM
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Bubblehead Bubblehead is offline
 
Join Date: Jul 2007
Location: Keller, TX
Posts: 1,506
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Quote:
Originally Posted by rv7charlie View Post
Bubblehead,

Run your numbers. If you're making 75% on a 180 HP Lyc and only burning 8.5 GPH, you just need a couple more events for it to be the 1st Lyc qualified for sainthood. That would be .377 BSFC. Extremely unlikely with a stock Lyc.

Charlie
My point is he can't be at best power at 14.6 gph 8000 ft density altitude. Maybe I was at 70% or 65% I don't know and it's not important. I was just going off the top of my head. But at cruise I expect to see about 8.5 gph not 14.6 and this is verified by monitoring what I put back into the tank.
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RV-8 180 hp IO-360 N247TD with 10" SkyView!

VAF Donation Made 7/2017 ------ "It has taken us this long just to get where we are!"
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  #37  
Old 07-10-2017, 09:04 AM
ALMARTON ALMARTON is offline
 
Join Date: Mar 2010
Location: BRAZIL
Posts: 130
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Quote:
Originally Posted by Chkaharyer99 View Post
Alex,

Good job finding the problem and fixing it.

On another note, do you have any threads and pics detailing your RV flying experiences in Brazil?
Thanks! I'm overall very happy with the results. After some more tests It seems that the results are consolidated. The plane is behaving as it should in respect to speed and fuel consumption now.

The only one oddity (to me) remaining is the fuel flow with the engine warming in idle (1000 rpm) indicates up to 4,5 gal/h (about 16 lts/h) but after warmed up it drops to 3 gal/h (about 9 lts/h) - That phenomena important to say happens now that is winter here (cold days about 59F / 15 C). Cruise consumption at 155 kts (TAS) is about 9 gal/h ! (confirmed) = 34 lts/h

Is that NORMAL? Do you verify that variation (idle warming flow vs idle hot flow) on your operations?

With regarding to my experiences here pics and movies I have this channel:

https://www.youtube.com/channel/UCCv...4DgLBUhGuenKIA

Quote:
Originally Posted by Chkaharyer99 View Post
Alex,

Do you know which fuel pump you had and how it was missed by identifying it as "did not apply"? I just checked mine a couple of months ago and also did not apply to mine. There is three or more conditions need to match to apply.
Well its pretty easy to tell [IF[ you have visual access to the fuel pump, just print the bulletin and inspect it to answer the 4 questions written there in the SB to see if you pump applies. BUT in my case I asked to the repair shop (another one) to that was servicing my aircraft in 50 hours inspection to verify that. They did not and , even worse, when asked again they told me it was not applied to my pump. They mislead me.

Doing more testing and will post...

Nice flights! Blue Skies!
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Alexandre "neck" Marton
Brazil
RV7A (8/2015 built by FLYER)
Lycoming 180 HP - YIO-360-M1B, Hartzell C2YR-1BFP/F7497– 72’’, Garmin panel - G3X Touch, GTN650, GTS800, WX-500, BATT CONCORDE RG-25XC AEROBATIC SEALED.
-------------
Others: RV9A
Lycoming XIO320-D1A, Hartzell HC-C2YL-1BF/F7663-4 , CS GOVERNOR MTV-12-B, DYNON D180
AND GARMIN AVIONICS
(Sold with aprox 300hrs flown from Dec/2010 -- JUN/2014)
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  #38  
Old 07-10-2017, 10:54 AM
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Raymo Raymo is offline
 
Join Date: Nov 2014
Location: Richmond Hill, GA (KLHW)
Posts: 1,385
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Alex,

Your numbers jive with mine on a recent long cross-country (GA>TX>PA>GA). I was seeing 155TAS at 2450-2500 RPM, 20" MAP (60%) and 7.5 GPH fuel burn at 8500. At higher altitudes (10.5) I could get down to 7 GPH. I still have a lot of small jobs to further reduce drag and hoping to get the TAS up to 165. I may have to upgrade to the Superior cold air induction to get there (supposed to add 5-8 HP). Also need to perform the nozzle tuning checks as I think my #4 cylinder may be running rich compared to the others.

I took a bunch of screen shots of my Dynon screen while flying but they are on the USB stick in my plane. The one I like the most had a 30 KT tail wind with ground speed of 182 KTS (~210 MPH).
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Ray
RV-7A - Slider - N495KL - First flt 27 Jan 17
O-360-A4M w/ Catto 3 blade NLE, AFP FM-150 FI, 1 PMag, Vetterman Trombone Exh, SkyTech starter,
PlanePower Alt, FlightLines Interior, James cowl & plenum
All lines by TSFlightLines
NSDQ

"The object of the game, gentlemen, is not to cheat death: the object is not to let him play."
Patrick Poteen, Sgt. U.S. Army

Last edited by Raymo : 07-10-2017 at 11:14 AM.
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  #39  
Old 07-11-2017, 08:30 AM
ALMARTON ALMARTON is offline
 
Join Date: Mar 2010
Location: BRAZIL
Posts: 130
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Quote:
Originally Posted by Raymo View Post
Alex,

Your numbers jive with mine on a recent long cross-country (GA>TX>PA>GA). I was seeing 155TAS at 2450-2500 RPM, 20" MAP (60%) and 7.5 GPH fuel burn at 8500. At higher altitudes (10.5) I could get down to 7 GPH. I still have a lot of small jobs to further reduce drag and hoping to get the TAS up to 165. I may have to upgrade to the Superior cold air induction to get there (supposed to add 5-8 HP). Also need to perform the nozzle tuning checks as I think my #4 cylinder may be running rich compared to the others.

I took a bunch of screen shots of my Dynon screen while flying but they are on the USB stick in my plane. The one I like the most had a 30 KT tail wind with ground speed of 182 KTS (~210 MPH).
Ray, I'm getting happier and happier with my plane now! Its just a question now of adjust (improve) roll rate and fix a aileron buffet when full deflected and I declare it finished.

When you state those altitude numbers in you post it is Density Altitude or indicated (pressure altitude)?

Many thanks
__________________
Alexandre "neck" Marton
Brazil
RV7A (8/2015 built by FLYER)
Lycoming 180 HP - YIO-360-M1B, Hartzell C2YR-1BFP/F7497– 72’’, Garmin panel - G3X Touch, GTN650, GTS800, WX-500, BATT CONCORDE RG-25XC AEROBATIC SEALED.
-------------
Others: RV9A
Lycoming XIO320-D1A, Hartzell HC-C2YL-1BF/F7663-4 , CS GOVERNOR MTV-12-B, DYNON D180
AND GARMIN AVIONICS
(Sold with aprox 300hrs flown from Dec/2010 -- JUN/2014)
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  #40  
Old 07-11-2017, 09:46 AM
RV7A Flyer's Avatar
RV7A Flyer RV7A Flyer is offline
 
Join Date: Jul 2013
Location: US
Posts: 1,359
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Quote:
Originally Posted by ALMARTON View Post
fix a aileron buffet when full deflected
Are you talking about the aileron buffeting that occurs during an aileron roll at higher entry speed and full deflection?

If so, there's nothing to fix there...search the forums for threads on this phenomenon.
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