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Re: Carb Heat / Air Box - Q200
Or you might look at this.
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http://www.ebay.com/itm/continental-O-200-air-box-cessna-150-/140968933589?pt=Motors_Aviation_Parts_Gear&vxp=mtr&hash=item20d26738d5 Charlie
On May 6, 2013, at 3:01 AM, "jcrain2@..." <jcrain2@...> wrote:
Hi Jim,This winter I reworked my carb heat box. The bushings had become worn and the flapper was rubbing in one place because of this looseness of the bushings. I took a dremmel tool and carefully ground out the old internal mounted bushings. I then made new bushings that inserted from the outside instead of the inside. I drilled a couple of cotter pin holes in the shaft after carefully aligning the flapper in the box and shimming it left and right with washers outside the bushing that protruded outside the box. I then used cotter pins in the shaft to hold the bushings on the shaft. The cotter pins and washers held the bushings and shaft in place. The washers need to fit around the shaft while butting up against the bushings to hold them in place.Clear as mud?Bruce
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Re: Carb Heat / Air Box - Q200
Hi Jim,This winter I reworked my carb heat box. The bushings had become worn and the flapper was rubbing in one place because of this looseness of the bushings. I took a dremmel tool and carefully ground out the old internal mounted bushings. I then made new bushings that inserted from the outside instead of the inside. I drilled a couple of cotter pin holes in the shaft after carefully aligning the flapper in the box and shimming it left and right with washers outside the bushing that protruded outside the box. I then used cotter pins in the shaft to hold the bushings on the shaft. The cotter pins and washers held the bushings and shaft in place. The washers need to fit around the shaft while butting up against the bushings to hold them in place.Clear as mud?Bruce
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---------- Original Message ----------
From: "Jim P" <logistics_engineering@...> To: Q-LIST@... Subject: [Q-LIST] Carb Heat / Air Box - Q200 Date: Sat, 04 May 2013 14:55:42 -0000 Good morning fellow Qer's, Does anyone have a new or lightly used carb heat / air box for an 0200 Q that you would part with? The difficult to replace bushings on the flapper are worn out on mine. Please help a Q flyer back into the air. Regards, Jim Patillo ____________________________________________________________ If You Die Unexpectedly.. Could your family afford the bills? £200,000 life cover for £5 a month http://thirdpartyoffers.juno.com/TGL3131/51871d646b47e1d64277ast04vuc
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Re: Mixture Problem
Put a CHT on #2 too. Better yet, a full set of EGTs and CHTs would tell a
better story. The two -piece venturi was changed to single, because there was a risk the two piece could come apart, thus likely stopping the engine. When the one-piece came out, about 20 years ago, there were mixture distribution problems. This was solved by changing the discharge nozzle to what has been called the pepperbox style. Better atomization. You need special tools to replace the venturi. I think you can keep the two piece if you do regular inspections on it to make sure it hasn't come loose. Check the A.D. On Sun, May 5, 2013 at 12:30 PM, Mike Dwyer <q2pilot@...> wrote: ** [Non-text portions of this message have been removed]
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Re: Mixture Problem
Hi All Qers.
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How bad is my mixture differential? I don't know. I do know that years ago I could pull the mixture back farther before power loss. What have I changed sence then will be your next question. I think the biggest change is the rebuilt carb. My MA3SPA carb is the older 2 piece venturi type that needs to be inspected. This should be a good thing for mixture tho. I hear there were problems with many of the single piece venturis. I only have EGT and CHT on Cyl #1. I think I'll put an EGT on Cyl # 2 (worst one due to paint discoloration) and report back. A bunch of years ago I built a box at the intake to the carb where the 90 degree bend is now... It didn't appear to work any better but there is not much room to build a large air collector down there due to our cowl shape. Maybe I need to get more creative and follow the cowl curves instead of a box? I am aware of the X deal in the intake air that the Jabaru folks are now using and may try that first (sounds easier than building a new intake plennum)... Thanks for all the suggestions. Mike Q200 N3QP
On Sun, May 5, 2013 at 9:00 AM, Sam Hoskins <sam.hoskins@...> wrote:
HI Mike. First things first. How bad is the problem? Do you have a CHT on
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Re: Mixture Problem
HI Mike. First things first. How bad is the problem? Do you have a CHT on
all cylinders? How do they compare in cruise flight? In climb? Scrutinize your intake system for any air leaks between the carb and the cylinders. Make sure your gaskets are 100%. Even a tiny leak will lean things out. Do you have a CHT on all cylinders? How do they compare in cruise flight? In climb? The O-200 intake system wasn't exactly designed for high performance. Before I went with the fuel injection, I had looked into fuel distribution quite a bit and didn't find any reliable way to even out the fuel. Klaus has done some of that work, but it is way out in left field and I doubt you want to go there. I don't know if you are on the O-200 newsgroup, but I posted this there the other day. http://www.avweb.com/news/savvyaviator/savvy_aviator_59_egt_cht_and_leaning_198162-1.html . You should also look at his archived webinars. http://www.savvyaviator.com/ Sam On Sat, May 4, 2013 at 4:15 PM, Mike Dwyer <q2pilot@...> wrote: ** [Non-text portions of this message have been removed]
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Re: Mixture Problem
I have been working on a "virtual" large air box design. The idea being to allow the air to enter the carb in a manner similar to that of a simple velocity stack. The basic shape is a "larger volume" donut ring that surrounds the intake and a short velocity stack at the intake. I got the idea when working as am process engineer at Loctite. We had encountered an opportunity to improve our vacuum systems used to pull down chemical mixing chambers.
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Think about allowing the air to enter the aircraft through a small high pressure orifice. Allow all those molecules to congregate and to the extent possible equalize in an inner chamber that surrounds the carb intake. As the engine "pumps" the air through the carb , the idea is to eliminate the effect of the high pressure/low pressure sides of the intake stream that may be caused by the plans built 90 degree inlet elbow. It might be worthwhile enlarging the lower cowl to accommodate this sort of modification. I don't have any objective test results to support my theory but I think the principle is sound. Phil Lankford
On May 4, 2013, at 2:15 PM, Mike Dwyer <q2pilot@...> wrote:
My cyl # 2 & 4 (left side) appear to be running much leaner than Cyl 1 & 3
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Mixture Problem
My cyl # 2 & 4 (left side) appear to be running much leaner than Cyl 1 & 3
(right side). I know this because the previously gold paint on the cyl heads is now black on the lean (hot) cylinders. I'm running a standard 0-200A with the MA3SPA carb. I have the plans built intake nose on the cowl that leads to a 90 degree bend into the carb. I know other manufacturers put things in the intake airflow to affect mixture distribuiton. And things that make the intake air spin. My question... has anyone with a Carb found a way to get a better mixture distribution in the 0-200A? Thanks, Mike N3QP (doin the condition inspection thing)
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Carb Heat / Air Box - Q200
Good morning fellow Qer's,
Does anyone have a new or lightly used carb heat / air box for an 0200 Q that you would part with? The difficult to replace bushings on the flapper are worn out on mine. Please help a Q flyer back into the air. Regards, Jim Patillo
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Car heat
Good morning Fellow Qer's,
Does anyone
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Re: Keeping my skills up
Phil Christiansen <rxforfun51@...>
Good one, Jay! I was thinking of doing some high speed approaches in one of our club planes to help me get the feel for what it will be like in my Dragonfly Mk III. I was all ready to take some mental notes from your video...right up to the explosion that is. Hope that won't be me in a ball of flames when the time comes! :)
Best Regards, Phil Christiansen Still building my Tri-Fly..but getting closer! ________________________________ From: "jay@..." <jay@...> To: Q-LIST@... Sent: Friday, May 3, 2013 12:00 AM Subject: [Q-LIST] Keeping my skills up For your amusement. I am using my Cherokee 235 to keep my sport racing and landing skills honed for the eventual day when I fly my Tri-Q. Here is a video to demonstrate: http://youtu.be/UQBVAEBbIDM Cheers, Jay Scheevel -- Tri-Q, still building [Non-text portions of this message have been removed]
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new panel application.
Webcave
I see the application of the google glass technology in our aircraft. What a great way to have your panel displayed, especially HUD and moving maps. Such great possibilities, hope it comes to pass at a reasonable cost.
http://videos.komando.com/watch/3211/kims-picks-how-to-use-google-glass JackM Veze
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Re: Keeping my skills up
I love the explosion at the end!
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Mike Dwyer
On May 3, 2013 1:00 AM, <jay@...> wrote:
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Keeping my skills up
For your amusement. I am using my Cherokee 235 to keep my sport racing and landing skills honed for the eventual day when I fly my Tri-Q. Here is a video to demonstrate:
http://youtu.be/UQBVAEBbIDM Cheers, Jay Scheevel -- Tri-Q, still building
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Re: Fueling question
Thanks Paul,
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Might have to make a flight up to have another look this spring, since I am getting into the home stretch. Cheers, Jay
--- In Q-LIST@..., "Paul S" <wypaul2001@...> wrote:
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Re: Fueling question
Paul Spackman
That is the setup that I have Jay. I don't know if you planning on using the fuel pump on the J 3300 or how you plan on plumbing it but for me I pump from the main or the header. With that in mind if I were installing the filler today I would make it a single point fill through the header tank. Pro's and con's for both methods. My header is now used as a reserve for the most part.
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Paul
--- In Q-LIST@..., jay@... wrote:
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Re: Fueling question
Gary McKirdy
Hi Jay, I have the system you propose but with a ram air tube on top of the
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tank. If you are using the revflo carb on a VW the standard needle usually needs to be filed at the tip to keep the mixture rich enough at full power. It took me several attempts to set it up properly for light weight nose high climb power when the fuel head to the carb from the header is lowest. In this scenario the ram air pressure from the prop wake assists so be sure to keep the tube, which I think is what you meant on second reading but at first I thought you meant you were doing away with it altogether! I even angled the 90 degree tube slightly towards the approaching spiraling airflow wake from the prop which has the greatest sideways component at full power/low speed as in a light weight low speed climb. I once rigged a pitot tube to an ASI and remote static vent and was surprised to measure 90mph on top of the just in front of the canopy on top of the fuselage and only 70ish best underneath anywhere. That was full static power on the ground. Another interesting test with a second pitot tube mounted through the side vent showed a 200mph wake at 180mph flying a shallow dive, so only roughly 20mph difference at that speed. Hope that is of interest and helps. Regards Gary McKirdy
On Thu, May 2, 2013 at 12:17 AM, <jay@...> wrote:
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Re: Fueling question
jnmarstall <jnmarstall@...>
One advantage I once heard of is that if the filler is on the side and the cap gets a crack, that being a low pressure area, you lose your head pressure and the fan stops. Any truth to that?
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I have the header filler. I did have my cap come off at Ottawa. Other than a few tense moments to see if it was going to stop or not, I flew it back. Didn't even get any fuel on the wind screen. Good positive pressure in front of the canopy.
On 5/1/2013 8:28 PM, Sam Hoskins wrote:
Make that FEEDING not feeling.
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Re: Fueling question
Make that FEEDING not feeling.
Sam Sent via wireless gizmo. On May 1, 2013 7:24 PM, "Sam Hoskins" <sam.hoskins@...> wrote: Jay . Single-point feeling in the main tank is per plans. That's what I've [Non-text portions of this message have been removed]
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Re: Fueling question
Jay . Single-point feeling in the main tank is per plans. That's what I've
always had and it works just great. Sam Sent via wireless gizmo. On May 1, 2013 6:18 PM, <jay@...> wrote: ** [Non-text portions of this message have been removed]
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Fueling question
I am considering only having a main-tank fuel filler and loading the header tank with the pump, before or during fueling. Does anyone see any downside in eliminating the filler for the header tank? Other than that change, I will plumb the fuel system as recommended in the plans with the exception of having the ram air tube on the top of the fuselage, like several of you have.
Chers, Jay Scheevel, Tri-Q, still building
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