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k7wx
Joined: 24 May 2010
Posts: 117
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 Posted: Fri Jun 06, 2014 12:57 pm Post subject: M-14P carb heat |
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Gents,
My local A&P guy has machined a very nice carb heat adaptor for the M-14P engine that does not get in the way of the lower cowling. Air is pulled across the exhaust and into the back of the carburetor air box via some standard 2-inch SCEET ducting.
My last trip to OSHKOSH had me in the clouds twice, wishing there was the option for some bone fide carb heat on my CJ.
Here are some pictures. I’ll be at Oshkosh is anyone wants to see this.
Warren Hill
N464TW
Mesa, Arizona
[img]cid:26885EB4-6516-4520-8C05-69EB69C72A71[/img]
[img]cid:EDD75A18-100A-46C1-AEFE-66F70E9DE7BB[/img]
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keithmckinley
Joined: 11 Aug 2008
Posts: 434
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| Posted: Mon Jun 09, 2014 11:02 am Post subject: Re: M-14P carb heat |
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That looks really nice, but I wonder how that effects manifold pressure if the heat is full open. Does it restrict the airflow? 2" tubing seems reasonable, just curious.
I removed the elephant ears from my CJ and put a filter similar to the bracket type over my rear airbox opening. Just the heat in the engine cowling area raises the carb air significantly. I'd much prefer something like you did.
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k7wx
Joined: 24 May 2010
Posts: 117
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| Posted: Mon Jun 09, 2014 11:53 am Post subject: M-14P carb heat |
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Hello Keith,
Good points. On the ground, and at 80% RPM, I get an immediate RPM drop when this is engaged. Without this in place (just pulling air via the back of the carburetor air box from around the lower cowling) there is no RPM drop. Air from the lower engine compartment would certainly be warmer than outside air, but may not be as effective. The problem with doing proper carb heat for the M-14P on the Nanchang is a lack of room around the back of the air box and the surrounding lower cowling. I did not check the manifold pressure, but I would expect it to rise slightly if for no other reason than the RPM decreases. I’ll look at this specifically on Saturday while flying.
I’m aware that pressure type carburetors are less prone to carburetor ice due to the fact that the fuel is injected into the air flow after the venturi section. However, less prone and immune are different concepts. Icing is still a possibly for a pressure type carburetor when the humidity is around 80%, the ambient temperature is between 45 F and 55 F and the dew point is close to 45 F. When compared to a standard carburetor, this one advantage of the pressure type is obvious and we’re fortunate that Vedeneyev adopted this strategy.
Will let you know what happens to the manifold pressure after this weekend’s flying. It will be 108 F on Saturday here in central Arizona. Doubt that I’ll be seeing much carb ice!
Warren Hill
N464TW
Mesa, AZ
On Jun 9, 2014, at 12:02 PM, keithmckinley <cetopfed(at)gmail.com> wrote:
| Quote: |
That looks really nice, but I wonder how that effects manifold pressure if the heat is full open. Does it restrict the airflow? 2" tubing seems reasonable, just curious.
I removed the elephant ears from my CJ and put a filter similar to the bracket type over my rear airbox opening. Just the heat in the engine cowling area raises the carb air significantly. I'd much prefer something like you did.
--------
Keith McKinley
700HS
X26 Sebastian, FL
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=424559#424559
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