measuring aircraft engine temps?
05-22-2005 | 09:20 AM
#1
measuring aircraft engine temps?
What's the proper way for measuring aircraft engine temps with a infared temp guage, and what is an ideal temp for an OS .46LA? Thanks!
Rich
Rich
05-22-2005 | 10:19 AM
#2
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RE: measuring aircraft engine temps?
I don't worry about engine temps. I listen to the engine and look at the exhaust. Once started, I lean it down until its just about to die (but with good 2 cycling) then add two to three clicks to richen it up . I then hold the plane nose up at a 50-60 degree angle to see if its leaning out. If not, you should be just right - not too rich and not too lean. It it tries to lean out, add another click or two to richen the mixture. If its too rich, teh engine will bog down. When your in the air, you shown see a slightly visible white exhaust stream. Then you knoe the engine is running just right. If you want a play toy in your flight box, buy a tach.
05-22-2005 | 11:19 AM
#3
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From: Houston, TX
RE: measuring aircraft engine temps?
Notice that the engine's instructions do not include operating temperatures. These infrared heat guns are a new development to the hobby, and like the tachometers are not necessary to operate an engine correctly.
05-22-2005 | 12:13 PM
#4
RE: measuring aircraft engine temps?
Thanks for the tuning tips,
Myself being a car guy have been into the habit of periodically checking engine temps with a meter. It will be a little strange running an engine simply on sound and smoke trail. Sounds like aircraft engines overheating doesn't happen too often? So you basically tune for good clean top end rpm's and a nice smoke trail. How come airplanes dont use "flip lid" style fuel tanks? I have a totally enclosed tank with 2 brass tubes exiting the tank. How do you fill this style of tank? Thanks,
Rich
Myself being a car guy have been into the habit of periodically checking engine temps with a meter. It will be a little strange running an engine simply on sound and smoke trail. Sounds like aircraft engines overheating doesn't happen too often? So you basically tune for good clean top end rpm's and a nice smoke trail. How come airplanes dont use "flip lid" style fuel tanks? I have a totally enclosed tank with 2 brass tubes exiting the tank. How do you fill this style of tank? Thanks,
Rich
05-22-2005 | 02:48 PM
#6
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RE: measuring aircraft engine temps?
On a "normal" tank you have one line that goes to the carb and one line (the pressure or vent line) that goes to the muffler. You fill the tank thru the carb line. If possible, disconnect the "vent" line from the muffler. When you tank is full, you will have fuel come out the vent line. The reason for no "flip" tops is that the fuel tank is normally enclosed inside the fuse. Plus the airplane tank is sealed at the stopper. Cars normally do not have the same duration of different pitch attitudes that planes do. Also, the vent line is normally connected the brass tube that has an upward bend to the top of the fuel tank. The carb line should have a clunk on the end (inside the fuel tank). Do not mix the two lines up, or your engine will die from fuel exhaustion once the fuel can no longer be pulled through the vent line.
05-22-2005 | 06:28 PM
#7
RE: measuring aircraft engine temps?
ORIGINAL: bassfisher
On a "normal" tank you have one line that goes to the carb and one line (the pressure or vent line) that goes to the muffler. You fill the tank thru the carb line. If possible, disconnet the "vent" line from the muffler. When you tank is full, you will have fuel come out the vent line. The reason for no "flip" tops is that the fuel tank is normally enclosed inside the fuse. Plus the airplane tank is sealed at the stopper. Cars normally do not have the same duration of different pitch attitudes that planes do. Also, teh vent lien is normally connected the brass tude that has an upward bend to teh top of the fuel tank. The carb line should have a clunk on the end. Do not mix the two lines up, or your engine will die from fuel exhusation once the fuel can no londer be pulled through the vent line.
On a "normal" tank you have one line that goes to the carb and one line (the pressure or vent line) that goes to the muffler. You fill the tank thru the carb line. If possible, disconnet the "vent" line from the muffler. When you tank is full, you will have fuel come out the vent line. The reason for no "flip" tops is that the fuel tank is normally enclosed inside the fuse. Plus the airplane tank is sealed at the stopper. Cars normally do not have the same duration of different pitch attitudes that planes do. Also, teh vent lien is normally connected the brass tude that has an upward bend to teh top of the fuel tank. The carb line should have a clunk on the end. Do not mix the two lines up, or your engine will die from fuel exhusation once the fuel can no londer be pulled through the vent line.
thanks so much for your tips. Where exactly do you place the fuel tank? I notice a space right behind the engine? Is there a strap kit to keep the tank from floping around, or do you jam foam around the tank? The movable flaps on the wing (alerions?) are they designed to work simoultaniously, in the same direction, or do they work opposite each other? I have 2 separate linkages to those 2 flaps, but looks like only one servo operates them. All the other linkages seem to be pretty self explanitory. Thanks,
Rich
05-23-2005 | 02:39 PM
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RE: measuring aircraft engine temps?
As for overheating, it can happen, it is just not likely on a beginner plane setup. I'd agree that you don't need a temp gun. However, they can be useful. If engines are running too hot, it can be a sign of over-proping or lack of ventalation that otherwise may not be detected. Beginners typically will not need to worry about this since thier engines will be mostly exposed, and if over propped, a small 2S glow (typical beginner engine) won't overheat much. A more likely cause of overheating for beginners is lean run, which is easily detectible by many methods. It is commonn to set engines on sound and smoke, which works well for many engines and fuels, but if you are weary of that method, get a tach and set needles based on RPM (essentially this is the same as the sound method, i.e. engine pitch, tone, etc. is related to RPM.) Just note that different engines and fuels smoke differently. Get to know your engine so you know what normal is so that you can easily detect when something is not normal.
As for max temp, generally engine temp should not exceed low to mid 200F. But this will vary between engines, fuel, 2C vs 4C, and even where on the engine you measuere the temp.
Cheers
As for max temp, generally engine temp should not exceed low to mid 200F. But this will vary between engines, fuel, 2C vs 4C, and even where on the engine you measuere the temp.
Cheers
05-23-2005 | 06:44 PM
#9
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RE: measuring aircraft engine temps?
Most planes have the fuel tank behind the firewall. However, some planes (such as a profile plane) have the fuel tank mounted behind the engine. These tanks are normally secured with zip-ties or rubber bands. The fuel tank inside a fuse needs to be surrounded by foam to prevent the sloshing (foaming) of the fuel inside the fuel tank itself. I normally pack enough foam on all sides of the the tank to prevent any movement. You can also use a strap of some kind (as extra insurance) behind the tank to keep it from moving. Foam normally does the trick for me.
Ailerons work opposite of each other. If you look at the front of the plane from the tail and want to make a turn to the right, the aileron on the right wing will go up and the left aileron will go down. For a turn to the left, visa verse. On some planes you will have separate servos to operate the individual ailerons. If this is the case, you will need a "Y" harness to hook the two servo leads into one that goes to the receiver. Most trainers use one servo located in the wing to move both ailerons. A person at a local club or a a good hobby shop can take a look at your plane and tell you what you need (since I don't have any pics)
Ailerons work opposite of each other. If you look at the front of the plane from the tail and want to make a turn to the right, the aileron on the right wing will go up and the left aileron will go down. For a turn to the left, visa verse. On some planes you will have separate servos to operate the individual ailerons. If this is the case, you will need a "Y" harness to hook the two servo leads into one that goes to the receiver. Most trainers use one servo located in the wing to move both ailerons. A person at a local club or a a good hobby shop can take a look at your plane and tell you what you need (since I don't have any pics)
05-24-2005 | 04:50 AM
#10
RE: measuring aircraft engine temps?
ORIGINAL: bassfisher
Most planes have the fuel tank behind the firewall. However, some planes (such as a profile plane) have the fuel tank mounted behind the engine. These tanks are normally secured with zip-ties or rubber bands. The fuel tank inside a fuse needs to be surrounded by foam to prevent the sloshing (foaming) of the fuel inside the fuel tank itself. I normally pack enough foam on all sides of the the tank to prevent any movement. You can also use a strap of some kind (as extra insurance) behind the tank to keep it from moving. Foam normally does the trick for me.
Ailerons work opposite of each other. If you look at the front of the plane from the tail and want to make a turn to the right, the aileron on the right wing will go up and the left aileron will go down. For a turn to the left, visa verse. On some planes you will have separate servos to operate the individual ailerons. If this is the case, you will need a "Y" harness to hook the two servo leads into one that goes to the receiver. Most trainers use one servo located in the wing to move both ailerons. A person at a local club or a a good hobby shop can take a look at your plane and tell you what you need (since I don't have any pics)
Most planes have the fuel tank behind the firewall. However, some planes (such as a profile plane) have the fuel tank mounted behind the engine. These tanks are normally secured with zip-ties or rubber bands. The fuel tank inside a fuse needs to be surrounded by foam to prevent the sloshing (foaming) of the fuel inside the fuel tank itself. I normally pack enough foam on all sides of the the tank to prevent any movement. You can also use a strap of some kind (as extra insurance) behind the tank to keep it from moving. Foam normally does the trick for me.
Ailerons work opposite of each other. If you look at the front of the plane from the tail and want to make a turn to the right, the aileron on the right wing will go up and the left aileron will go down. For a turn to the left, visa verse. On some planes you will have separate servos to operate the individual ailerons. If this is the case, you will need a "Y" harness to hook the two servo leads into one that goes to the receiver. Most trainers use one servo located in the wing to move both ailerons. A person at a local club or a a good hobby shop can take a look at your plane and tell you what you need (since I don't have any pics)
thanks for the alerion explanation. I am missing a linkage rod to one of the alerion flaps. I am at work, so don't have a pic. I will post up a pic tonight. I am thinking I will need to fab a new linkage. what size piano wire linkage do airplanes use, or is there only one linkage? One other linkage question, My plane has 2 long wooden linkages that run all the way back to the rudder? Is this correct? (it just looks like crap) At the end of the wood a metal linkage is attached by what looks like nylon thread wraped around the end (I will post up a pic also) Thanks!
Rich
