Do you find yourself doing anything a little more cautiously? Making sure you don't shock cool? Make sure you've get the CHT's in the "green" before take off??
Rumor has it that shock cooling is a myth. Consider what happens when you fly in the rain, instant cooling with no damage.
As you could likely guess, I have purchase a 9a with the ECI Group B cylinders/heads.
Thanks for sharing your info...
Yeah, I've thought the same thing... although it still makes me think twice when it's super cold outside and I'm up high and I just chop and drop...
My comment in post 2 was for group A cylinders. As I understand it group B cylinders must be replaced.
Fin
9A
Oh, you mean like the glider towplanes, or the skydiver planes? Over and over again, all day long every day...
Yowza, i mixed up Group A and Group B, and have now gone back and corrected my earlier posts. Maybe the original poster mixed up A and B as well?
Im comfortable with my Group A cylinders. Not so much if I had Group B
erich
I was just thinking about flying from Lake Tahoe to Sacramento when you have to loose about 10K ft over about 60-70 miles...
Why would you pull off power for that descent? Just keep the throttle in, trim nose down, keep it lean, reduce throttle as you hit 75% and enjoy the speed!
At least that’s how I fly long descents.....
Why would you pull off power for that descent? Just keep the throttle in, trim nose down, keep it lean, reduce throttle as you hit 75% and enjoy the speed!
At least that?s how I fly long descents.....
With Van's redefining Vne in terms of TAS, my RV-8 with a YIO-360-M1B will exceed its Vne of 230 MPH TAS if I don't bring back the power in a descent. Van's (possibly conservative) redefinition of Vne in terms of a constant TAS value at all altitudes, limits the RV-8's downhill performance.
Sorry for the thread drift!
Cool..
Okay follow up questions - Do you find yourself doing anything a little more cautiously? Making sure you don't shock cool? Make sure you've get the CHT's in the "green" before take off??
Also, from what I understand the failure mechanism (if there is one) isn't necessarily catastrophic engine failure but, separation of the head from the cylinder and subsequent partial loss of power. Right?
As you could likely guess, I have purchase a 9a with the ECI Group B cylinders/heads. < Correction - I have Group A >
Thanks for sharing your info...
With Van's redefining Vne in terms of TAS, my RV-8 with a YIO-360-M1B will exceed its Vne of 230 MPH TAS if I don't bring back the power in a descent. Van's (possibly conservative) redefinition of Vne in terms of a constant TAS value at all altitudes, limits the RV-8's downhill performance.
Note where Redline is (in terms of MPH IAS) in the screenshots below, at much less than 75% power.
400 FPM descent at 9800':
600 FPM descent at 16,120':
Sorry for the thread drift!
Lycoming rep advised me to keep manifold pressure at 18" or above to prevent prop from driving engine. I used to think it was around 15" min but not so. Prop driving engine is not good.