Hi Ian, Thank you. Yes, I remember you mentioning these figures before. I am wondering if your plane is exceptionally fast. Do you think the other owners enjoy the similar performance?
Best regards Jarek On Fri, 3 Jan 2020 at 19:21, Ian Williams <[email protected]> wrote: > hi Jarek, > Typically I look for close to 2800 to 2900 RPM static as part of our pre > take off checks to confirm the prop is in fine pitch > On climb out provided the airspeed is around 60 kts or so the RPM gets to > about 3200. Any more and the noise factor increases > Best regards > Ian Williams > ZK-GCB > > Sent from my iPhone > > On 4/01/2020, at 4:55 AM, Jarek Steliga <[email protected]> wrote: > > Hello, > > I apologize for laboring the point, but what is the max static RPM on your > H36 / Limbach 2000 / Hoffman H0-V62 prop? Do all of you reach consistently > way above 2500 RPM? > > > Best regards > Jarek > > > > On Wed, 1 Jan 2020 at 12:28, Jarek Steliga <[email protected]> wrote: > >> Hello Rob, >> >> Thank you for your reply and all the best in the New Year! >> >> Yes, I have synchronized the carbs with vacuum gauges. The readings were >> pretty consistent throughout the range of throttle opening. However I >> noticed how throttle butterflies will not track together as they open wide. >> They are both fully closed at idle but aren't aligned at full throttle. >> Should this worry me even if both sides seem to be synchronized when it >> comes to the vacuum values? >> >> >> Best regards >> Jarek >> >> On Sun, 29 Dec 2019 at 22:45, Rob Thompson <[email protected]> >> wrote: >> >>> Have you synchronised the carbs to make sure the throttle butterflies >>> are tracking together with a full range of movement? >>> regards >>> Rob >>> >>> Rob Thompson >>> 0429 493 828 >>> >>> >>> >>> On Mon, Dec 30, 2019 at 6:05 AM Jarek Steliga <[email protected]> >>> wrote: >>> >>>> >>>> Ian, >>>> >>>> Thank you. I will definitely look at both plungers. >>>> >>>> Best regards >>>> Jarek >>>> >>>> On Thu, 26 Dec 2019 at 00:00, Ian Mc Phee <[email protected]> wrote: >>>> >>>>> I go on colour (av gas for testing for colour), CHT (do all 4 >>>>> digitally) and maximum deviation is 8deg C but often ass low as 5 deg C >>>>> and EGT with a cheap dual analogue and it is of limited use. >>>>> >>>>> I seem to remember the bottom jet and needle controls fuel at 80% >>>>> power to full power and below that is the top jet controls fuel for cruise >>>>> etc. >>>>> >>>>> I am more familiar with Bing's these days but the CD150 is similar. 8 >>>>> do know if there is any sucking of air inlet manifold it effects both >>>>> sides >>>>> and not just the side of the leak. >>>>> >>>>> A bit of an aside but been having issues going onto full power on take >>>>> off and if done real slow over 15 seconds no issues. Do it over 5 sec >>>>> engine would not go full revs at first till you had just broken ground. I >>>>> even added extra spring to bring it better to full throttle. Then >>>>> suggested >>>>> to me as was not running rich it was a pin hole in diaphragm but was >>>>> perfect BUT on second carb I noticed some scour marks on engine side of >>>>> the >>>>> plunger with the needle. I polished the aluminium first with emery then >>>>> worked up with 400, 600 and 1200 wet and dry. Totally fixed. Plunger was >>>>> binding or sticking on its way up. So simple to fix. This has been >>>>> creeping >>>>> up on me over 9 months. >>>>> >>>>> >>>>> Ian McPhee >>>>> +61 428847642 >>>>> Box 657 Byron Bay NSW 2481 Australia >>>>> >>>>> >>>>> >>>>> >>>>> >>>>> On Thu, 26 Dec. 2019, 09:01 Jarek Steliga, <[email protected]> >>>>> wrote: >>>>> >>>>>> Hello Martin, >>>>>> >>>>>> I did the very opposite thing! Suspecting that it was the >>>>>> insufficient supply of fuel that caused the problem, I lifted the >>>>>> metereing >>>>>> needles all the way up from neutral (flush). This manoeuvre changed >>>>>> nothing >>>>>> except (predictably) making the plugs even blacker. The CHT behave >>>>>> normally. I am afraid the snag lies elsewhere, but many thanks for your >>>>>> suggestion. >>>>>> >>>>>> >>>>>> Regards >>>>>> Jarek >>>>>> >>>>>> >>>>>> >>>>>> On Wed, 25 Dec 2019 at 22:30, Martyn Cook <[email protected]> >>>>>> wrote: >>>>>> >>>>>>> Hi Jarek >>>>>>> >>>>>>> Maybe now that you have blocked the air leaks around the throttle >>>>>>> shaft the engine is running a little rich? That would certainly reduce >>>>>>> your peak rpm. >>>>>>> >>>>>>> I have found getting the mixture correct on each side to be a bit >>>>>>> tricky. I adjusted the mixture on mine a bit at a time, watching the >>>>>>> degree of "blackness" on the spark plugs, plus the CHT behaviour. But I >>>>>>> was taking it for a flight then adjusting when back on the ground. >>>>>>> >>>>>>> Maybe others know of a way to get the mixture setting correct on the >>>>>>> ground? >>>>>>> >>>>>>> Kindest regards >>>>>>> Martyn >>>>>>> >>>>>>> -- >>>>>>> >>>>>>> >>>>>>> >>>>>>> On 26/12/19 9:37 AM, Jarek Steliga wrote: >>>>>>> >>>>>>> >>>>>>> >>>>>>> Hello everyone, >>>>>>> >>>>>>> I have replaced the throttle shafts and the throttle plates. >>>>>>> Fortunately it looks like no rebushing will be necessary. The engine >>>>>>> became >>>>>>> far more stable now and responds precisely to throttle control inputs. >>>>>>> Clearly the badly worn out throttle shaft was (at least partly) where >>>>>>> the >>>>>>> shoe pinched. However, strangely enough, the engine will not rev up >>>>>>> beyond >>>>>>> static 2500 RPM. See the attached video. I am faced with yet another >>>>>>> conundrum. >>>>>>> max static RPM 2500.3gp >>>>>>> <https://drive.google.com/file/d/17rdy2gc83H4FCpMXqlTOlBn-KBV8kVJA/view?usp=drive_web> >>>>>>> Also the engine will not respond to throttle control beyond ca 4 cm >>>>>>> before the max power position. >>>>>>> >>>>>>> I am not sure if it's safe for me to attempt a take off as before >>>>>>> the throttle repair, the engine had reved up to static 2600 / 2700. >>>>>>> >>>>>>> I am looking forward to your thoughts. >>>>>>> >>>>>>> Best regards >>>>>>> Jarek >>>>>>> >>>>>>> >>>>>>> >>>>>>> >>>>>>>
