REFLECTOR: Primer Works

[Laurence Coen]

Steve,

You must have a Lycoming.  Red line CHT for a Franklin is 392F.  I'm using 
downdraft cooling and the CHT probes are in wells on the top of the cylinder 
which may account for the lower than expected readings.  Also note that I 
was running a fairly low power setting.  During a long climb the 
temperatures do rise into the mid 300's.

Larry Coen
N136LC SE/RG Franklin/IVO

----- Original Message ----- 
From: "steve korney" <s_korney at hotmail.com>
To: <reflector at tvbf.org>
Sent: Monday, September 25, 2006 11:19 AM
Subject: Re: REFLECTOR: Primer Works


>
>
> "Hottest CHT #1 291F, coolest #5 216F.  My climb
> power setting is 2600 RPM/25 MAP with a fuel flow around 14 GPH."
>
>
> Don't you guys think that a CHT of around 350 to 375 f  would be
> better.....?
>
> Best... Steve
>
>
>
> ----Original Message Follows----
> From: "Laurence Coen" <lwcoen at hotmail.com>
> Reply-To: Velocity Aircraft Owners and Builders list <reflector at tvbf.org>
> To: "Velocity Aircraft Owners and Builders list" <reflector at tvbf.org>
> Subject: Re: REFLECTOR: Primer Works
> Date: Mon, 25 Sep 2006 10:41:40 -0500
>
> Hiroo,
>
> Glad to hear that your starting problem is solved.  As to your reported
> numbers the IAS isn't very meaningful without the pressure altitude and 
> OAT
> to correct to TAS.  Your RPM and MAP numbers would indicate a very high
> power setting near 90%.  At that power setting your fuel flow would closer
> to 14 GPH than 7 GPH.  Your CHT numbers are consistent with a high power
> setting.  My numbers at 8000 feet density altitude, 2600 RPM, 20 inhg, 8.9
> GPH, TAS 172 Knts, OAT 12C.  Hottest CHT #1 291F, coolest #5 216F.  My 
> climb
> power setting is 2600 RPM/25 MAP with a fuel flow around 14 GPH.
>
> Larry Coen
> N136LC SE/RG Franklin/IVO
>   ----- Original Message -----
>   From: Hiroo Umeno
>   To: Velocity Aircraft Owners and Builders list
>   Sent: Sunday, September 24, 2006 11:04 PM
>   Subject: REFLECTOR: Primer Works
>
>
>   Today, I finished the installation of the primer.
>
>   Essentially, it is as suggested in this forum.  I used an elbow, tapped
> with 1/4-20 thread, brass screw with frange trimmed with 1/32" hole 
> drilled
> throuugh its shank as the nozzle.  Hard line to the front of the induction
> pipe (beyond the high-temp areas around the exhaust), then flexible hose 
> to
> the manifold on the firewall, which T's the feeder from the solenoid.  My
> current start procedure goes like this.
>
>   Master - ON
>   Mags - Both
>   Mixture - Full Rich
>   Boost - ON (Shows fuel flow.  Wait until flow settles down to 0)
>   Throttol - Open 1/4"
>   Primer - ON (2 - 4 sec as needed.  Flow will show 1.2GPH or so)
>   Clear Prop!
>   Crank.
>
>   Using this procedure, the engine started within 5 seconds or so of
> cranking.  It at first started firing intermittent before settling into a
> nice regular run.
>
>   Thanks, all for the suggestions on the primer.
>
>   On yesterday's flight, I took the plane up to 147Kts indicated straight
> and level, 4500ft, 2710rpm, 24.3MAP, fuel flow showing 7.0GPH.  Oil at
> 197degF, Hottest cylinder #6 running 344, coolest #2 running 308.
>
>   Do these seem reasonable?  The plane does not have wheel pants, surfaces
> are rough, wing-bolt holes uncoversd, cowl gaps not sealed, etc.  It is in 
> a
> pretty dirty configuration right now.
>
>
>
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