Dan Heath wrote: >>Has anyone ever used something like this? http://www.aircraftspruce.com/catalog/eppages/staywarm.php <<
I have one of those that I bought 30 years ago when I was stuck driving my mother's diesel Rabbit (I was restoring my Ghia at the time). It was a "must have" for diesel Rabbits of the era, especially if the glow plug system wasn't new. I used it earlier this year on the Swift's O-300 engine, because it's easily accessible through the cowling's oil-fill door. It makes a big difference in how quickly it starts, and startup wear is certainly reduced. I agree with Larry that 120F seems over-cautious, if there's any such thing when it comes to aircraft engines. In the case of a Corvair, it's a car engine, and I doubt most car drivers would wait 20 minutes before driving off! My rule is 60F, mainly because the EIS doesn't start reading oil temp until above 59F. I have started mine without preheat in the teens and twenties, and it's amazingly easy with an Ellison and a primer. I figure that's part of my job as "unofficial Corvair engine tester". For folks wondering if I've given up on aviation, I've been working on N891JF since September. I'm working up a webpage to tell the story, but I've completely rebuilt the 2180cc VW engine. There's still some work left on that...new intake for the Ellison and a carb heat box. At some point later I may put a plenum on it like N56ML has. I'm now reworking the instrument panel to incorporate an MGL iEFIS, and to improve the wiring, etc. This stuff always takes longer than you'd think, especially if you're working long hours at the "real" job. The "next generation" plane is still in the plan, but I won't start on it until the KR2 is back in the air (a couple of months, I figure). Mark Langford ML at N56ML.com website at http://www.N56ML.com --------------------------------------------------------
