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Cooling before shut-down

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richard.goode(at)russiana
Guest

Posted: Tue May 29, 2007 7:07 am Post subject: Cooling before shut-down

It should not be a problem to keep shut-down  temperatures below 150°.

  

 It would seem that your engine is running  hot, and you should change for a smaller compensating jet.  (Rob Kent at  White Waltham has complete sets).

  

 Also it is a question of technique -  that is making sure the engine is well cooled down (but not too cold) on  landing, so that you can taxi in; run it for 25 seconds at 65% to scavenge the  oil and clean the plugs before shutting down, and still have it below  150°.

 

Richard Goode Aerobatics

Rhodds  Farm

Lyonshall

Herefordshire

HR5 3LW

United Kingdom

  

 Tel:    +44 (0) 1544 340120

Mob:  +44 (0) 7768  610389

Fax:   +44 (0) 1544 340129

www.russianaeros.com

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dischenko(at)gmail.com
Guest

Posted: Tue May 29, 2007 12:46 pm Post subject: Cooling before shut-down

Richard



Many thanks for the suggestions. I am realising from the replies that I've been trained to stick to the higher end of the CHT range, which seems to be not the norm. The instructor who trained me suggested that I keep it high -- 180 to 200 -- quoting a professor at his air force college. I'd get a reprimand any time I allowed CHT to drop to 160. I could easily stick to 150 on final (still a safe margin to the published minimum of 120) and then it will all cool down quickly as you say. 

 

I am curious though if anyone has a view as to which end of the range is better for the engine to operate at, as it is quite wide -- 140 to 190 recommended and up to 220 allowed for prolonged operation (as per 18T flight manual). And does the use of the western oil change any numbers from the old Soviet books? 



Regards



Denis

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mark.bitterlich(at)navy.m
Guest

Posted: Thu May 31, 2007 11:42 am Post subject: Cooling before shut-down

Richard, the matter of exactly how to "tune" the carburetor on the M-14 has been rather a mystery as far as I am concerned.  I have seen Sergei Boriak control cylinder head temps by changing jet just EXACTLY as you have said here.  



Do you have any White Papers, or material that you sell, that explains in DETAIL how to go about making complete and accurate adjustments to these devices? 



Thanks in Advance, 



Mark Bitterlich 

 



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