@ Mark Langford :
> with large flaps on the outer wings you would be able to achieve the
> 35KIAS... The most challenging of those numbers would be the 275 kg empty
> weight... Will Norwegian aviation officials allow you make such changes to
> the plans without jumping through a lot of hoops
Oh..sorry..I scanned right over it. Been a long day
--
Glenn Martin
Mark Langford wrote:
> I installed the low pressure "transducer" under the engine, tie wrapped on
> top of the engine mount below the cylinders. The high pressure is just
> stuck in from the back of the plenum, left laying around on the outside of
> the head near the intake manifold, centered o
Lee Van Dyke, and snakebite with any luck.
- Original Message -
From: "Todd Price"
To: "KRnet"
Sent: Wednesday, October 14, 2009 12:26 PM
Subject: KR> CopperState
Just was wondering who other then Jeff Scott, are planning on being at
CopperState this year?
--
Todd Price
Chandler, A
Gary Ray wrote:
> For comparison this may help:
> I have run Water Manometer testing on my 601XL with a baffled system. The
> pressure differential would range between 3 inches of water to 4.2 inches
> depending on angle of attack and airspeed. Your airspeed being higher
> should produce better.
Garry Cowles - Skipper N1814N if the weather is good will be going to
Copperstate from KSAF
-Original Message-
From: Todd Price
To: KRnet
Sent: Wed, Oct 14, 2009 1:26 pm
Subject: KR> CopperState
Just was wondering who other then Jeff Scott, are planning on being at
opperState this y
open the oil filler door/dipstick access
Darren
That does work well, I have two mates with Corby Starlets fitted with very
tightly cowled Jabiru 2200, they both use that idea when they shut down. It
also removes the heat from the paint on the cowl faster.
Phil Matheson
SAAA Ch.
Just was wondering who other then Jeff Scott, are planning on being at
CopperState this year?
--
Todd Price
Chandler, AZ
My friend George who built the one and only GP5 uses Airflow on his small
block Chevy installation and has never had a vapor lock issue, but I suppose
that's because it's a liquid cooled engine and not an air cooled issue?
Fred Johnson
Reno, NV
--Jeff wrote:
Some have a pressure relief valve,
Some have a pressure relief valve, but running the pump will also usually flood
the engine. Airflow Performance has a manual purge valve so you can circulate
fuel through the flow divider back to the tank, but that still doesn't cool the
stainless steel lines from the flow divider to the cylind
Jeff, correct me if I am wrong, but don't fuel injected engines typically
have a return line back to the tank because the system has to be at a
constant pressure, so under low load or idle situations fuel is being dumped
bank into the tank?
If so, couldn't the fuel pump be allowed to run a few min
A nifty idea that I was once told can also help here.
It is a good idea to open the oil filler door/dipstick access and
pull the dipstick up to hold the door open and leave that way
for about 5 minutes after shutdown. Firstly it allows heat out of
the cowl and introduces a natural flow through the
Scott is absolutely right. As soon as you shut down the engine you lose
your cooling airflow and the temp between the top of the engine and cowl
starts going up quickly and cooks the fuel in the distribution block and the
line going to it. I used to teach pilots to open their cowls to promote
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