Originally Posted by
sleeping
A few Aussies!! On the thread! That's nice. I don't envy 100 deg at the field guys; 86 is absolute limit for practice. And most fields are no more than 1000ft above sea level. Only one magnet I know of got thrown last year and if we have over-heating problems, it's probably time for new bearings.
Aper made a really good point earlier about nitro %; in that if you reduce it from say 30 to 20% the engine is going to run really hot unless you prop down.
Just on cavitation, of the fuel within the pump? I know Yamada has updated some seals as noted but for fuel to vaporise from ️tank temperature - I find a stretch. Again as others' have pondered there might be leaks in the line or even the tank perhaps. Even a dirty clunk.
It's interesting to watch one of our best pilots with the 185 in the Naruke Acuracy (they can't spell!) Bi-plane. It just doesn't stop pulling. But to be fair there is maintenance required. I know that the later 175's & 185's can go very low on oil with the right parts. But is there any benefit? Just curious on that
all the best
Da
All cdi engines are suitable for low oil, including the 170cdi.
I think the reason behind the low oil content is to reduce the smoke trail. Many judges watch the smoke trail to look for mistakes. If the smoke trail is less noticeable, then it is harder to use it to pick up mistakes.
Benefits - Cheaper fuel and way less oil to wipe off after flying. After 6 flights with a cdi on 10% oil, there is less oil underneath than 1 flight with a glow on 20% oil.