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  #31  
Old 01-21-2018, 01:27 AM
Piper J3's Avatar
Piper J3 Piper J3 is offline
 
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Location: Hinckley, Ohio
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As a point of reference the following screens are typical for my summer flying - first two OAT 77F and last 55F.


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Jim Stricker
Hinckley, Ohio
EAA #499867
PPL/ASEL 1970 Sport Pilot since 2004
80 hrs Flying Aeronca Chief 11AC
1130 hrs Flying 46 Piper J-3 Cub
RV-12 E-LSA #120058 AWC Jul 2012 - Bought Flying Oct 2015 with 48TT - Hobbs now 380

LSRM-A Certificate 2016
Special Thanks to EJ Trucks
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  #32  
Old 01-21-2018, 11:35 AM
rvbuilder2002 rvbuilder2002 is offline
 
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Location: Hubbard Oregon
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The carbs are configured so that the mixture is richest at or near WOT.

This is another reason that using an appropriate prop pitch that requires throttling back aways at anything other than rather high cruise altitudes (above 10K) is beneficial for performance.
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Hubbard, Oregon
RV-6A (aka "Junkyard Special ")
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  #33  
Old 01-21-2018, 11:59 AM
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DaleB DaleB is offline
 
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Location: Omaha, NE (KMLE)
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Quote:
Originally Posted by rvbuilder2002 View Post
The carbs are configured so that the mixture is richest at or near WOT.

This is another reason that using an appropriate prop pitch that requires throttling back aways at anything other than rather high cruise altitudes (above 10K) is beneficial for performance.
That's how I'm set up. The only time I see WOT is during takeoff and climb, the rest of the time I have to throttle back some. My static ground RPM is right at 5K, as I recall. Maybe a tad higher. But I'm consistently burning over 6 GPH, and my EGT rarely gets over 1220 or so. Just seems like it's running awfully rich to me.
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RV-12 # 222 N980KM "Screamin' Canary" (bought flying)
Fisher Celebrity (under construction)
Previous RV-7 project (sold)
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  #34  
Old 01-21-2018, 01:00 PM
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Piper J3 Piper J3 is offline
 
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Location: Hinckley, Ohio
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A few questions...

• Are you really burning 6 GPH as measured by replenishing fuel or are you looking at fuel flow on D-180?

• Is the specific K value for you fuel flow transducer input to the D-180 in setup?

• Spark plugs look like rich burn?

• 912ULS really burns 5+ GPH at high cruise power setting. Don’t believe others reporting lower burn rate.

Fuel Consumption Chart for 912ULS
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Jim Stricker
Hinckley, Ohio
EAA #499867
PPL/ASEL 1970 Sport Pilot since 2004
80 hrs Flying Aeronca Chief 11AC
1130 hrs Flying 46 Piper J-3 Cub
RV-12 E-LSA #120058 AWC Jul 2012 - Bought Flying Oct 2015 with 48TT - Hobbs now 380

LSRM-A Certificate 2016
Special Thanks to EJ Trucks

Last edited by Piper J3 : 01-21-2018 at 01:15 PM.
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  #35  
Old 01-21-2018, 06:10 PM
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DaleB DaleB is offline
 
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• Are you really burning 6 GPH as measured by replenishing fuel or are you looking at fuel flow on D-180?
Yes, I'm really burning in excess of 6 GPH. Usually 6.5 or more if I'm pushing 5300 RPM. My D180 agrees with the gas pump within 1/2 gallon or so after burning 15 gallons.

• Is the specific K value for you fuel flow transducer input to the D-180 in setup?
Yep.

• Spark plugs look like rich burn?
Nope. Plugs look perfect. Exhaust pipe has black soot.

• 912ULS really burns 5+ GPH at high cruise power setting. Don’t believe others reporting lower burn rate.
Ummm... would it be indelicate of me to point out that you say that immediately after posting pictures from your own plane, showing 24.9 MAP / 5160 RPM and 4.9 GPH? <insert smiley here, mate...>

My fuel burn does seem bang on with the chart though. Where did you find that?
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Omaha, NE
RV-12 # 222 N980KM "Screamin' Canary" (bought flying)
Fisher Celebrity (under construction)
Previous RV-7 project (sold)
-=VAF=- 2017 dues paid

Last edited by DaleB : 01-21-2018 at 07:54 PM.
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  #36  
Old 01-21-2018, 07:26 PM
RFSchaller RFSchaller is offline
 
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Location: Phoenix, AZ
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I can usually get my fuel burn down to 4.5 GPH AT 5100 RPM and about 21”MAP, but I agree that in high cruise (>5300 RPM) 5.2 GPH is probably more accurate.
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  #37  
Old 01-24-2018, 03:30 PM
Boat Boat is offline
 
Join Date: Mar 2016
Location: Potter Valley, CA
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I installed the Van's "Winterization Kit". Oil cooler part is easy to deal with, but the radiator part is so tight that even with "Silicon Spray" all over it, it will not move up and down unless you take the cowl off. Guess I got it set to a good position the first time as the numbers are right and I haven't had to move it.

That Thermostasis is sounding real good about now.
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  #38  
Old 01-25-2018, 09:11 AM
JBPILOT JBPILOT is offline
 
Join Date: Nov 2007
Location: Jesup, Iowa
Posts: 1,591
Default Oil Therm Testing

https://youtu.be/BF_uqyqRJRg

My 205 Thermostassis element was getting tired I think. I installed a new one. Sorry about the video. Hard to fly and hold a phone etc. It is again working like it was when new. The temps on the ground were about 24F degrees ( -3C ). As you watch on climb out, you can see the oil temps increase to well over 200, then the therm closes and forces oil from the cooler to mix with oil from the therm. You can see the temp drop quickly, then stabilize. The tank oil is still warm, but the blended oil going from the Therm to the engine is lower. Hope this helps understand. The temp on the display is not the tank oil, but the blended oil going to the engine.
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