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We flew up to 3B9 from N40 today, dropped in on Leslie and
her gorgeous Alon, who were understanding about coming by
to say 'hi' on hidously short notice. Anyway, a couple of
interesting observations...
1. Oil consumption: it's a lot higher if you fly for short periods.
I think this was the first continuous set of two 1:45 minute
runs 06H has had in a long time. I seemed to use about the
same amount of oil in that 3.5 hours (and the additional 2
hours knocking around local) as I'd expect to use in less
than half that many hours split over 6 flying days. I guess
the rings set in and really start to work right after the first
hour or so.
2. Most of us probably (as suggested in Coupe Capers) take
our center inlet winterization plate off way too early. It was
barely 60 degrees at ground level, and we flew at 3500 and
4500 feet. The oil temperature never got above 170, even
in climbs, and hovered mostly around 160. This, even though
I chose to run the engine hard. The EGT was right up there,
too.
I may have made the cooling tendency more so by bringing
the oil right up to 4.5 quarts prior to departure. Besides spraying
it over the belly, the additional 'coolant' reserve in the kidney
tank probably made it harder for little Conti to warm himself
up all the way.
The other thing that happened, over Danbury, in both directions,
was apparent carb icing.The usual loss of 100RPM or so, and
difficulty maintaining altitude. Loss of RPM on application of heat,
followed by recovery of power. This on a very low humidity day,
at 4500 feet, cranking 2300-plus RPM. To be fair, there was a
bit of low-level haze, but still we wondered if we might not be
making an unscheduled stop in Danbury.
With regard to the icing, I found myself wondering if having the
center intake capped off with the winterization baffle would not
have made the ice less likely to form. Certainly it might have made
that stupid design with the carb down there in the icy blast a bit
less vulnerable.
I have such a fear of overheating, that I'm almost afraid to put that
baffle in, but the Capers suggestion that the cylinder head temps
may in fact run LOWER with it in place gives me some interest
in experimenting. And certainly getting carb ice at high cruise in
clear air gives one a bit of pause. (A pause to find the nearest
airport!)
Greg
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