BARRY CHECK 6
Joined: 15 Mar 2011
Posts: 738
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 Posted: Sun Jun 26, 2011 11:44 pm Post subject: Aircraft angle of ATTACK in flight and engine cooling |
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The term is Angle of ATTACK not angle of incidence.
Two of the biggest mistakes people make when breaking in an engine are:
1 - Climbing out at Vx or Vy with a new engine and
2 - Throttling back when they see the CHT's increase.
The third and fourth are:
3 - Flying to high in altitude or density altitude and
4 - Leaning.
From your description it sounds like you did item 4 when you peaked out the EGT.
And why would the plane be flying nose high unless the thrust angle of the engine was way down or the throttle is pulled back... Slower than full throttle flight; item 2.
The plane is not over weight or loaded aft is it?
Barry
On Sun, Jun 26, 2011 at 6:16 PM, Jeffrey J Paris <jeffrey-j-paris(at)excite.com (jeffrey-j-paris(at)excite.com)> wrote:
[quote] Wizards!
Question: Could the angle of incidence in flight effect the ability of an engine to cool? I ask this because, I truly believe that I have my Bing Carb dialed in as far as EGTs, but in cruise I still have pesky CHT issues on cylinder 2,3,4 and #4 is always in the 315F range. In a sustained climb I, things head for toast quickly!
When we purchased our FWF kit from Jabiru USA early version, we figured that they had everything figured out. Obviously, in my case although we followed the install instructions to a tee, we still are playing with all things engine and cowl. In terms of the angle of incidence, my friend and I went flying the other day and he took a picture of me and I believe it looks as if that when in cruise my nose of the aircraft is up, which might account for some sort of impeded airflow into the cowl. I'm asking this question, becasue when we all obviously point the nose down in descent we get better airrflow and CHT's tend to come down.
Any thoughts on this matter.
CAVU,
Jeff Paris Ni196ZP Jab 3300 Ch601XLB N127ZP Jab 3300 Eurpoa Monowheel in drydock
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