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Lycoming O-360 Fuel Flow Rate

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Matt Dralle
Site Admin

Joined: 08 Nov 2005
Posts: 25204
Location: Livermore CA USA

Posted: Fri Dec 18, 2015 2:40 pm Post subject: Lycoming O-360 Fuel Flow Rate

I'm still chasing down this weird problem with low fuel flow rates on the RV-6.  I've replaced the mechanical fuel pump and got a rebuilt 4-5 carburetor, both of which were well over do for replacement/overhaul anyway.  I haven't put the cowling back on yet, but I did a static run up to about 2350-2400 and am seeing about 9gph, which seems low to me?  



I pulled the fuel line off the carburetor and turned the electric fuel pump on and saw about 21 GPH flow.  Is that considered "normal" or too low?



Thanks for the feedback,



Matt



-

Matt Dralle



RV-8 #82880 N998RV "Ruby Vixen"

http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log

http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log

http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel

Status: 210+ Hours TTSN - Version 2.0 Now Flying!



RV-6 #20916 N360EM "The Flyer"

http://www.mattsrv6.com - Matt's RV-6 Revitalization Log

Status: 300+ Hours - Full Flyer Mode!



Matt's Livermore Airport Live ATC Stream!

Check out the live ATC stream directly from my hangar at the Livermore

Airport.  Includes both Tower and Ground transmissions.  Archives too!

For entertainment purposes only.  http://klvk.matronics.com

_________________
Matt Dralle
Matronics Email List Administrator

Matt Dralle
Site Admin

Joined: 08 Nov 2005
Posts: 25204
Location: Livermore CA USA

Posted: Fri Dec 18, 2015 2:40 pm Post subject: Lycoming O-360 Fuel Flow Rate

I'm still chasing down this weird problem with low fuel flow rates on the RV-6.  I've replaced the mechanical fuel pump and got a rebuilt 4-5 carburetor, both of which were well over do for replacement/overhaul anyway.  I haven't put the cowling back on yet, but I did a static run up to about 2350-2400 and am seeing about 9gph, which seems low to me?  



I pulled the fuel line off the carburetor and turned the electric fuel pump on and saw about 21 GPH flow.  Is that considered "normal" or too low?



Thanks for the feedback,



Matt



-

Matt Dralle



RV-8 #82880 N998RV "Ruby Vixen"

http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log

http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log

http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel

Status: 210+ Hours TTSN - Version 2.0 Now Flying!



RV-6 #20916 N360EM "The Flyer"

http://www.mattsrv6.com - Matt's RV-6 Revitalization Log

Status: 300+ Hours - Full Flyer Mode!



Matt's Livermore Airport Live ATC Stream!

Check out the live ATC stream directly from my hangar at the Livermore

Airport.  Includes both Tower and Ground transmissions.  Archives too!

For entertainment purposes only.  http://klvk.matronics.com

_________________
Matt Dralle
Matronics Email List Administrator

Matt Dralle
Site Admin

Joined: 08 Nov 2005
Posts: 25204
Location: Livermore CA USA

Posted: Fri Dec 18, 2015 2:40 pm Post subject: Lycoming O-360 Fuel Flow Rate

I'm still chasing down this weird problem with low fuel flow rates on the RV-6.  I've replaced the mechanical fuel pump and got a rebuilt 4-5 carburetor, both of which were well over do for replacement/overhaul anyway.  I haven't put the cowling back on yet, but I did a static run up to about 2350-2400 and am seeing about 9gph, which seems low to me?  



I pulled the fuel line off the carburetor and turned the electric fuel pump on and saw about 21 GPH flow.  Is that considered "normal" or too low?



Thanks for the feedback,



Matt



-

Matt Dralle



RV-8 #82880 N998RV "Ruby Vixen"

http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log

http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log

http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel

Status: 210+ Hours TTSN - Version 2.0 Now Flying!



RV-6 #20916 N360EM "The Flyer"

http://www.mattsrv6.com - Matt's RV-6 Revitalization Log

Status: 300+ Hours - Full Flyer Mode!



Matt's Livermore Airport Live ATC Stream!

Check out the live ATC stream directly from my hangar at the Livermore

Airport.  Includes both Tower and Ground transmissions.  Archives too!

For entertainment purposes only.  http://klvk.matronics.com

_________________
Matt Dralle
Matronics Email List Administrator

Matt Dralle
Site Admin

Joined: 08 Nov 2005
Posts: 25204
Location: Livermore CA USA

Posted: Fri Dec 18, 2015 2:43 pm Post subject: Lycoming O-360 Fuel Flow Rate

I'm still chasing down this weird problem with low fuel flow rates on the RV-6.  I've replaced the mechanical fuel pump and got a rebuilt 4-5 carburetor, both of which were well over do for replacement/overhaul anyway.  I haven't put the cowling back on yet, but I did a static run up to about 2350-2400 and am seeing about 9gph, which seems low to me?  



I pulled the fuel line off the carburetor and turned the electric fuel pump on and saw about 21 GPH flow.  Is that considered "normal" or too low?



Thanks for the feedback,



Matt



-

Matt Dralle



RV-8 #82880 N998RV "Ruby Vixen"

http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log

http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log

http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel

Status: 210+ Hours TTSN - Version 2.0 Now Flying!



RV-6 #20916 N360EM "The Flyer"

http://www.mattsrv6.com - Matt's RV-6 Revitalization Log

Status: 300+ Hours - Full Flyer Mode!



Matt's Livermore Airport Live ATC Stream!

Check out the live ATC stream directly from my hangar at the Livermore

Airport.  Includes both Tower and Ground transmissions.  Archives too!

For entertainment purposes only.  http://klvk.matronics.com

_________________
Matt Dralle
Matronics Email List Administrator

jmjones2000(at)mindspring
Guest

Posted: Fri Dec 18, 2015 3:04 pm Post subject: Lycoming O-360 Fuel Flow Rate

Matt,



This sounds a bit low to me but is in the realm of possibilities.  If you don't have any symptoms of low power output from the engine, I'd top the tanks off, fly overhead for 1 or 2 hours, land, refill, and verify the average fuel burn you saw on the instrument is the same as that was actually burned.



Justin

 



 	  Quote: 	
		   On Dec 18, 2015, at 16:38, Matt Dralle <dralle(at)matronics.com> wrote:

 

 

 

 

 I'm still chasing down this weird problem with low fuel flow rates on the RV-6.  I've replaced the mechanical fuel pump and got a rebuilt 4-5 carburetor, both of which were well over do for replacement/overhaul anyway.  I haven't put the cowling back on yet, but I did a static run up to about 2350-2400 and am seeing about 9gph, which seems low to me?  

 

 I pulled the fuel line off the carburetor and turned the electric fuel pump on and saw about 21 GPH flow.  Is that considered "normal" or too low?

 

 Thanks for the feedback,

 

 Matt

 

 -

 Matt Dralle

 

 RV-8 #82880 N998RV "Ruby Vixen"

 http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log

 http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log

 http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel

 Status: 210+ Hours TTSN - Version 2.0 Now Flying!

 

 RV-6 #20916 N360EM "The Flyer"

 http://www.mattsrv6.com - Matt's RV-6 Revitalization Log

 Status: 300+ Hours - Full Flyer Mode!

 

 Matt's Livermore Airport Live ATC Stream!

 Check out the live ATC stream directly from my hangar at the Livermore

 Airport.  Includes both Tower and Ground transmissions.  Archives too!

 For entertainment purposes only.  http://klvk.matronics.com

Bob Turner

Joined: 03 Jan 2009
Posts: 885
Location: Castro Valley, CA

Posted: Fri Dec 18, 2015 3:10 pm Post subject: Re: Lycoming O-360 Fuel Flow Rate

Hi Matt,



Looks low to me too. Are you sure of the FF calibration?

I forget what engine you have, but a rule of thumb is full power/full rich FF should be about 0.95*HP/10.

So if your engine makes 160HP at 2700 rpm, and you had 2400 rpm, then roughly you had 24/27 * 160 = 142 HP, times .95/10 = 13.5 gal/hr. So 9 looks low.



Bob

_________________
Bob Turner
RV-10 QB

bill.peyton

Joined: 19 Sep 2010
Posts: 198
Location: St. Louis, MO

Posted: Fri Dec 18, 2015 4:32 pm Post subject: Re: Lycoming O-360 Fuel Flow Rate

Matt,

I used to see 14gph on my O360 in climb...

_________________
Bill
WA0SYV
Aviation Partners, LLC

jesse(at)saintaviation.co
Guest

Posted: Sat Dec 19, 2015 4:32 am Post subject: Lycoming O-360 Fuel Flow Rate

You should see about .9 GPH per 10 horsepower, so if you have a 180HP engine, you should see around 16-17 GPH on takeoff. 9 GPH at 2350-2400 rpm sounds way too low, especially if manifold pressure is high. 



Jesse Saint

Saint Aviation, Inc.

352-427-0285

jesse(at)saintaviation.com



Sent from my iPad



 	  Quote: 	
		   On Dec 18, 2015, at 5:38 PM, Matt Dralle <dralle(at)matronics.com> wrote:

 

 

 

 

 I'm still chasing down this weird problem with low fuel flow rates on the RV-6.  I've replaced the mechanical fuel pump and got a rebuilt 4-5 carburetor, both of which were well over do for replacement/overhaul anyway.  I haven't put the cowling back on yet, but I did a static run up to about 2350-2400 and am seeing about 9gph, which seems low to me?  

 

 I pulled the fuel line off the carburetor and turned the electric fuel pump on and saw about 21 GPH flow.  Is that considered "normal" or too low?

 

 Thanks for the feedback,

 

 Matt

 

 -

 Matt Dralle

 

 RV-8 #82880 N998RV "Ruby Vixen"

 http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log

 http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log

 http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel

 Status: 210+ Hours TTSN - Version 2.0 Now Flying!

 

 RV-6 #20916 N360EM "The Flyer"

 http://www.mattsrv6.com - Matt's RV-6 Revitalization Log

 Status: 300+ Hours - Full Flyer Mode!

 

 Matt's Livermore Airport Live ATC Stream!

 Check out the live ATC stream directly from my hangar at the Livermore

 Airport.  Includes both Tower and Ground transmissions.  Archives too!

 For entertainment purposes only.  http://klvk.matronics.com

jdriggs49(at)msn.com
Guest

Posted: Sat Dec 19, 2015 8:34 am Post subject: Lycoming O-360 Fuel Flow Rate

Great set of charts! Anybody have that for a IO-540???

________________________________________

From: owner-rv10-list-server(at)matronics.com <owner-rv10-list-server(at)matronics.com> on behalf of Werner Schneider <glastar(at)gmx.net>

Sent: Saturday, December 19, 2015 7:48:53 AM

To: rv10-list(at)matronics.com

Subject: Re: Lycoming O-360 Fuel Flow Rate

Matt,

attached an engine chart for several O-360 types, so 9 gal/hr seems to

be a bit on the leaner side, are you sure your carburetor is correctly

set from a mixture point of view? It would give you roughly 120 hp

according the charts.

Fuel flow with 21 gals/hr are just ok, according the FAR's the max flow

you have to supply is 125% of what the engine can surge at max power,

according the charts about 16.5 gal/hr with 2700 and 180hp *1.25 =

20.625 gal/h so just about...

But I would rather crosscheck your fuel flow meter first, get a bucket

unscrew the fuel line and time 2-3 times what it takes to fill the

bucket with 1 gal and compare to your FF meter.

Cheers Werner

On 18.12.2015 23:38, Matt Dralle wrote:

 	  Quote: 	

 I'm still chasing down this weird problem with low fuel flow rates on the RV-6.  I've replaced the mechanical fuel pump and got a rebuilt 4-5 carburetor, both of which were well over do for replacement/overhaul anyway.  I haven't put the cowling back on yet, but I did a static run up to about 2350-2400 and am seeing about 9gph, which seems low to me?

 I pulled the fuel line off the carburetor and turned the electric fuel pump on and saw about 21 GPH flow.  Is that considered "normal" or too low?

Matt Dralle
Site Admin

Joined: 08 Nov 2005
Posts: 25204
Location: Livermore CA USA

Posted: Sat Dec 19, 2015 12:47 pm Post subject: Lycoming O-360 Fuel Flow Rate

Thank you to everyone that responded!!  There were some great comments that got me going down the right path.  



Last night I got the cowling back on and took the RV-6 out on the runway and ran it up to full power with the intent of carefully watching the flow rate and aborting the take off if the flow wasn't sufficiently high enough.  I'm happy to report that the flow rate climbed nicely up though the teens as my takeoff roll progressed.  I lifted off around 15-16 gph and decided to take it around the pattern.  As I climbed through the crosswind to downwind turn I noted that the flow was in the 18.5gph range, RPM was at 2700, and EGTs were low 1300's.  After a few more loops around the pattern everything seemed to be working as expected.  I took it out of the pattern and dialed it into my normal cruse configuration which is typically 75% power at 2250 RPM and leaned to about 1425 on the hottest EGT.  Everything sounded and felt fine.  Flow was right at 9.5 GPH per usual.



The only weird thing I noticed was at about 1700 RPM.  When I turn from Downwind to Base and go from idle to about 2000 RPM like I usually do, right about 1700 RPM the engine kind of sags and then picks back up.  It is very repeatable.  Strangely there is no sag on the ground after a touch and go when I push the throttle in fast going from idle to full power anymore like there was with the old carb. 



Does anyone have any idea what that sag at 1700 is?  Is there a nurd knob on the carb for this specifically?



Thanks again for the great feedback!



Matt Dralle



At 02:38 PM 12/18/2015 Friday, Matt Dralle wrote:



 	  Quote: 	
		  I'm still chasing down this weird problem with low fuel flow rates on the RV-6.  I've replaced the mechanical fuel pump and got a rebuilt 4-5 carburetor, both of which were well over do for replacement/overhaul anyway.  I haven't put the cowling back on yet, but I did a static run up to about 2350-2400 and am seeing about 9gph, which seems low to me?  



I pulled the fuel line off the carburetor and turned the electric fuel pump on and saw about 21 GPH flow.  Is that considered "normal" or too low?



Thanks for the feedback,



Matt


	


-

Matt Dralle



RV-8 #82880 N998RV "Ruby Vixen"

http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log

http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log

http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel

Status: 210+ Hours TTSN - Version 2.0 Now Flying!



RV-6 #20916 N360EM "The Flyer"

http://www.mattsrv6.com - Matt's RV-6 Revitalization Log

Status: 300+ Hours - Full Flyer Mode!



Matt's Livermore Airport Live ATC Stream!

Check out the live ATC stream directly from my hangar at the Livermore

Airport.  Includes both Tower and Ground transmissions.  Archives too!

For entertainment purposes only.  http://klvk.matronics.com

_________________
Matt Dralle
Matronics Email List Administrator

Matt Dralle
Site Admin

Joined: 08 Nov 2005
Posts: 25204
Location: Livermore CA USA

Posted: Sat Dec 19, 2015 12:47 pm Post subject: Lycoming O-360 Fuel Flow Rate

Thank you to everyone that responded!!  There were some great comments that got me going down the right path.  



Last night I got the cowling back on and took the RV-6 out on the runway and ran it up to full power with the intent of carefully watching the flow rate and aborting the take off if the flow wasn't sufficiently high enough.  I'm happy to report that the flow rate climbed nicely up though the teens as my takeoff roll progressed.  I lifted off around 15-16 gph and decided to take it around the pattern.  As I climbed through the crosswind to downwind turn I noted that the flow was in the 18.5gph range, RPM was at 2700, and EGTs were low 1300's.  After a few more loops around the pattern everything seemed to be working as expected.  I took it out of the pattern and dialed it into my normal cruse configuration which is typically 75% power at 2250 RPM and leaned to about 1425 on the hottest EGT.  Everything sounded and felt fine.  Flow was right at 9.5 GPH per usual.



The only weird thing I noticed was at about 1700 RPM.  When I turn from Downwind to Base and go from idle to about 2000 RPM like I usually do, right about 1700 RPM the engine kind of sags and then picks back up.  It is very repeatable.  Strangely there is no sag on the ground after a touch and go when I push the throttle in fast going from idle to full power anymore like there was with the old carb. 



Does anyone have any idea what that sag at 1700 is?  Is there a nurd knob on the carb for this specifically?



Thanks again for the great feedback!



Matt Dralle



At 02:38 PM 12/18/2015 Friday, Matt Dralle wrote:



 	  Quote: 	
		  I'm still chasing down this weird problem with low fuel flow rates on the RV-6.  I've replaced the mechanical fuel pump and got a rebuilt 4-5 carburetor, both of which were well over do for replacement/overhaul anyway.  I haven't put the cowling back on yet, but I did a static run up to about 2350-2400 and am seeing about 9gph, which seems low to me?  



I pulled the fuel line off the carburetor and turned the electric fuel pump on and saw about 21 GPH flow.  Is that considered "normal" or too low?



Thanks for the feedback,



Matt


	


-

Matt Dralle



RV-8 #82880 N998RV "Ruby Vixen"

http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log

http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log

http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel

Status: 210+ Hours TTSN - Version 2.0 Now Flying!



RV-6 #20916 N360EM "The Flyer"

http://www.mattsrv6.com - Matt's RV-6 Revitalization Log

Status: 300+ Hours - Full Flyer Mode!



Matt's Livermore Airport Live ATC Stream!

Check out the live ATC stream directly from my hangar at the Livermore

Airport.  Includes both Tower and Ground transmissions.  Archives too!

For entertainment purposes only.  http://klvk.matronics.com

_________________
Matt Dralle
Matronics Email List Administrator

Matt Dralle
Site Admin

Joined: 08 Nov 2005
Posts: 25204
Location: Livermore CA USA

Posted: Sat Dec 19, 2015 12:48 pm Post subject: Lycoming O-360 Fuel Flow Rate

Thank you to everyone that responded!!  There were some great comments that got me going down the right path.  



Last night I got the cowling back on and took the RV-6 out on the runway and ran it up to full power with the intent of carefully watching the flow rate and aborting the take off if the flow wasn't sufficiently high enough.  I'm happy to report that the flow rate climbed nicely up though the teens as my takeoff roll progressed.  I lifted off around 15-16 gph and decided to take it around the pattern.  As I climbed through the crosswind to downwind turn I noted that the flow was in the 18.5gph range, RPM was at 2700, and EGTs were low 1300's.  After a few more loops around the pattern everything seemed to be working as expected.  I took it out of the pattern and dialed it into my normal cruse configuration which is typically 75% power at 2250 RPM and leaned to about 1425 on the hottest EGT.  Everything sounded and felt fine.  Flow was right at 9.5 GPH per usual.



The only weird thing I noticed was at about 1700 RPM.  When I turn from Downwind to Base and go from idle to about 2000 RPM like I usually do, right about 1700 RPM the engine kind of sags and then picks back up.  It is very repeatable.  Strangely there is no sag on the ground after a touch and go when I push the throttle in fast going from idle to full power anymore like there was with the old carb. 



Does anyone have any idea what that sag at 1700 is?  Is there a nurd knob on the carb for this specifically?



Thanks again for the great feedback!



Matt Dralle



At 02:38 PM 12/18/2015 Friday, Matt Dralle wrote:



 	  Quote: 	
		  I'm still chasing down this weird problem with low fuel flow rates on the RV-6.  I've replaced the mechanical fuel pump and got a rebuilt 4-5 carburetor, both of which were well over do for replacement/overhaul anyway.  I haven't put the cowling back on yet, but I did a static run up to about 2350-2400 and am seeing about 9gph, which seems low to me?  



I pulled the fuel line off the carburetor and turned the electric fuel pump on and saw about 21 GPH flow.  Is that considered "normal" or too low?



Thanks for the feedback,



Matt


	


-

Matt Dralle



RV-8 #82880 N998RV "Ruby Vixen"

http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log

http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log

http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel

Status: 210+ Hours TTSN - Version 2.0 Now Flying!



RV-6 #20916 N360EM "The Flyer"

http://www.mattsrv6.com - Matt's RV-6 Revitalization Log

Status: 300+ Hours - Full Flyer Mode!



Matt's Livermore Airport Live ATC Stream!

Check out the live ATC stream directly from my hangar at the Livermore

Airport.  Includes both Tower and Ground transmissions.  Archives too!

For entertainment purposes only.  http://klvk.matronics.com

_________________
Matt Dralle
Matronics Email List Administrator

Matt Dralle
Site Admin

Joined: 08 Nov 2005
Posts: 25204
Location: Livermore CA USA

Posted: Sat Dec 19, 2015 12:50 pm Post subject: Lycoming O-360 Fuel Flow Rate

Thank you to everyone that responded!!  There were some great comments that got me going down the right path.  



Last night I got the cowling back on and took the RV-6 out on the runway and ran it up to full power with the intent of carefully watching the flow rate and aborting the take off if the flow wasn't sufficiently high enough.  I'm happy to report that the flow rate climbed nicely up though the teens as my takeoff roll progressed.  I lifted off around 15-16 gph and decided to take it around the pattern.  As I climbed through the crosswind to downwind turn I noted that the flow was in the 18.5gph range, RPM was at 2700, and EGTs were low 1300's.  After a few more loops around the pattern everything seemed to be working as expected.  I took it out of the pattern and dialed it into my normal cruse configuration which is typically 75% power at 2250 RPM and leaned to about 1425 on the hottest EGT.  Everything sounded and felt fine.  Flow was right at 9.5 GPH per usual.



The only weird thing I noticed was at about 1700 RPM.  When I turn from Downwind to Base and go from idle to about 2000 RPM like I usually do, right about 1700 RPM the engine kind of sags and then picks back up.  It is very repeatable.  Strangely there is no sag on the ground after a touch and go when I push the throttle in fast going from idle to full power anymore like there was with the old carb. 



Does anyone have any idea what that sag at 1700 is?  Is there a nurd knob on the carb for this specifically?



Thanks again for the great feedback!



Matt Dralle



At 02:38 PM 12/18/2015 Friday, Matt Dralle wrote:



 	  Quote: 	
		  I'm still chasing down this weird problem with low fuel flow rates on the RV-6.  I've replaced the mechanical fuel pump and got a rebuilt 4-5 carburetor, both of which were well over do for replacement/overhaul anyway.  I haven't put the cowling back on yet, but I did a static run up to about 2350-2400 and am seeing about 9gph, which seems low to me?  



I pulled the fuel line off the carburetor and turned the electric fuel pump on and saw about 21 GPH flow.  Is that considered "normal" or too low?



Thanks for the feedback,



Matt


	


-

Matt Dralle



RV-8 #82880 N998RV "Ruby Vixen"

http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log

http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log

http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel

Status: 210+ Hours TTSN - Version 2.0 Now Flying!



RV-6 #20916 N360EM "The Flyer"

http://www.mattsrv6.com - Matt's RV-6 Revitalization Log

Status: 300+ Hours - Full Flyer Mode!



Matt's Livermore Airport Live ATC Stream!

Check out the live ATC stream directly from my hangar at the Livermore

Airport.  Includes both Tower and Ground transmissions.  Archives too!

For entertainment purposes only.  http://klvk.matronics.com

_________________
Matt Dralle
Matronics Email List Administrator

Matt Dralle
Site Admin

Joined: 08 Nov 2005
Posts: 25204
Location: Livermore CA USA

Posted: Tue Dec 22, 2015 12:19 pm Post subject: Lycoming O-360 Fuel Flow Rate

Well, it was probably the fuel pump.  I think my flow rates right after replacing the fuel pump (but before I replaced the carb) were probably alright as they were similar to what I saw after the new carb.  But, it was time for a new carb anyway, so I guess it worked out.  Btw, as if all of this debacle wasn't frustrating enough, last weekend while trying to test all of this, the battery went dead.  Checking the logs it was 36 months ago since I replaced it the last time.  Guess that's about right.  Sigh.  Is it time to fly it yet?  I've been working on it enough lately.  

Matt Dralle

RV-8 #82880 N998RV "Ruby Vixen"

http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log

http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log

http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel

Status: 210+ Hours TTSN - Version 2.0 Now Flying!

RV-6 #20916 N360EM "The Flyer"

http://www.mattsrv6.com - Matt's RV-6 Revitalization Log

Status: 300+ Hours - Full Flyer Mode!

Matt's Livermore Airport Live ATC Stream!

Check out the live ATC stream directly from my hangar at the Livermore

Airport.  Includes both Tower and Ground transmissions.  Archives too!

For entertainment purposes only.

At 10:24 AM 12/21/2015 Monday, you wrote:

 	  Quote: 	
		  So what did you do to fix the problem Matt?

Harry Crosby

----------

From: "Matt Dralle" <dralle(at)matronics.com>

To: "RV-List" <rv-list(at)matronics.com>, LycomingEngines-list(at)matronics.com, rv6-list(at)matronics.com, rv10-list(at)matronics.com

Sent: Saturday, December 19, 2015 12:44:41 PM

Subject: RV-List: Re: Lycoming O-360 Fuel Flow Rate

Thank you to everyone that responded!!  There were some great comments that got me going down the right path.  

Last night I got the cowling back on and took the RV-6 out on the runway and ran it up to full power with the intent of carefully watching the flow rate and aborting the take off if the flow wasn't sufficiently high enough.  I'm happy to report that the flow rate climbed nicely up though the teens as my takeoff roll progressed.  I lifted off around 15-16 gph and decided to take it around the pattern.  As I climbed through the crosswind to downwind turn I noted that the flow was in the 18.5gph range, RPM was at 2700, and EGTs were low 1300's.  After a few more loops around the pattern everything seemed to be working as expected.  I took it out of the pattern and dialed it into my normal cruse configuration which is typically 75% power at 2250 RPM and leaned to about 1425 on the hottest EGT.  Everything sounded and felt fine.  Flow was right at 9.5 GPH per usual.

The only weird thing I noticed was at about 1700 RPM.  When I turn from Downwind to Base and go from idle to about 2000 RPM like I usually do, right about 1700 RPM the engine kind of sags and then picks back up.  It is very repeatable.  Strangely there is no sag on the ground after a touch and go when I push the throttle in fast going from idle to full power anymore like there was with the old carb. 

Does anyone have any idea what that sag at 1700 is?  Is there a nurd knob on the carb for this specifically?

Thanks again for the great feedback!

Matt Dralle

At 02:38 PM 12/18/2015 Friday, Matt Dralle wrote:

>I'm still chasing down this weird problem with low fuel flow rates on the RV-6.  I've replaced the mechanical fuel pump and got a rebuilt 4-5 carburetor, both of which were well over do for replacement/overhaul anyway.  I haven't put the cowling back on yet, but I did a static run up to about 2350-2400 and am seeing about 9gph, which seems low to me?  

>

>I pulled the fuel line off the carburetor and turned the electric fuel pump on and saw about 21 GPH flow.  Is that considered "normal" or too low?

>

>Thanks for the feedback,

>

>Matt

-

Matt Dralle

_________________
Matt Dralle
Matronics Email List Administrator

Matt Dralle
Site Admin

Joined: 08 Nov 2005
Posts: 25204
Location: Livermore CA USA

Posted: Tue Dec 22, 2015 12:20 pm Post subject: Lycoming O-360 Fuel Flow Rate

Well, it was probably the fuel pump.  I think my flow rates right after replacing the fuel pump (but before I replaced the carb) were probably alright as they were similar to what I saw after the new carb.  But, it was time for a new carb anyway, so I guess it worked out.  Btw, as if all of this debacle wasn't frustrating enough, last weekend while trying to test all of this, the battery went dead.  Checking the logs it was 36 months ago since I replaced it the last time.  Guess that's about right.  Sigh.  Is it time to fly it yet?  I've been working on it enough lately.  

Matt Dralle

RV-8 #82880 N998RV "Ruby Vixen"

http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log

http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log

http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel

Status: 210+ Hours TTSN - Version 2.0 Now Flying!

RV-6 #20916 N360EM "The Flyer"

http://www.mattsrv6.com - Matt's RV-6 Revitalization Log

Status: 300+ Hours - Full Flyer Mode!

Matt's Livermore Airport Live ATC Stream!

Check out the live ATC stream directly from my hangar at the Livermore

Airport.  Includes both Tower and Ground transmissions.  Archives too!

For entertainment purposes only.

At 10:24 AM 12/21/2015 Monday, you wrote:

 	  Quote: 	
		  So what did you do to fix the problem Matt?

Harry Crosby

----------

From: "Matt Dralle" <dralle(at)matronics.com>

To: "RV-List" <rv-list(at)matronics.com>, LycomingEngines-list(at)matronics.com, rv6-list(at)matronics.com, rv10-list(at)matronics.com

Sent: Saturday, December 19, 2015 12:44:41 PM

Subject: RV-List: Re: Lycoming O-360 Fuel Flow Rate

Thank you to everyone that responded!!  There were some great comments that got me going down the right path.  

Last night I got the cowling back on and took the RV-6 out on the runway and ran it up to full power with the intent of carefully watching the flow rate and aborting the take off if the flow wasn't sufficiently high enough.  I'm happy to report that the flow rate climbed nicely up though the teens as my takeoff roll progressed.  I lifted off around 15-16 gph and decided to take it around the pattern.  As I climbed through the crosswind to downwind turn I noted that the flow was in the 18.5gph range, RPM was at 2700, and EGTs were low 1300's.  After a few more loops around the pattern everything seemed to be working as expected.  I took it out of the pattern and dialed it into my normal cruse configuration which is typically 75% power at 2250 RPM and leaned to about 1425 on the hottest EGT.  Everything sounded and felt fine.  Flow was right at 9.5 GPH per usual.

The only weird thing I noticed was at about 1700 RPM.  When I turn from Downwind to Base and go from idle to about 2000 RPM like I usually do, right about 1700 RPM the engine kind of sags and then picks back up.  It is very repeatable.  Strangely there is no sag on the ground after a touch and go when I push the throttle in fast going from idle to full power anymore like there was with the old carb. 

Does anyone have any idea what that sag at 1700 is?  Is there a nurd knob on the carb for this specifically?

Thanks again for the great feedback!

Matt Dralle

At 02:38 PM 12/18/2015 Friday, Matt Dralle wrote:

>I'm still chasing down this weird problem with low fuel flow rates on the RV-6.  I've replaced the mechanical fuel pump and got a rebuilt 4-5 carburetor, both of which were well over do for replacement/overhaul anyway.  I haven't put the cowling back on yet, but I did a static run up to about 2350-2400 and am seeing about 9gph, which seems low to me?  

>

>I pulled the fuel line off the carburetor and turned the electric fuel pump on and saw about 21 GPH flow.  Is that considered "normal" or too low?

>

>Thanks for the feedback,

>

>Matt

-

Matt Dralle

_________________
Matt Dralle
Matronics Email List Administrator

Matt Dralle
Site Admin

Joined: 08 Nov 2005
Posts: 25204
Location: Livermore CA USA

Posted: Tue Dec 22, 2015 12:20 pm Post subject: Lycoming O-360 Fuel Flow Rate

Well, it was probably the fuel pump.  I think my flow rates right after replacing the fuel pump (but before I replaced the carb) were probably alright as they were similar to what I saw after the new carb.  But, it was time for a new carb anyway, so I guess it worked out.  Btw, as if all of this debacle wasn't frustrating enough, last weekend while trying to test all of this, the battery went dead.  Checking the logs it was 36 months ago since I replaced it the last time.  Guess that's about right.  Sigh.  Is it time to fly it yet?  I've been working on it enough lately.  

Matt Dralle

RV-8 #82880 N998RV "Ruby Vixen"

http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log

http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log

http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel

Status: 210+ Hours TTSN - Version 2.0 Now Flying!

RV-6 #20916 N360EM "The Flyer"

http://www.mattsrv6.com - Matt's RV-6 Revitalization Log

Status: 300+ Hours - Full Flyer Mode!

Matt's Livermore Airport Live ATC Stream!

Check out the live ATC stream directly from my hangar at the Livermore

Airport.  Includes both Tower and Ground transmissions.  Archives too!

For entertainment purposes only.

At 10:24 AM 12/21/2015 Monday, you wrote:

 	  Quote: 	
		  So what did you do to fix the problem Matt?

Harry Crosby

----------

From: "Matt Dralle" <dralle(at)matronics.com>

To: "RV-List" <rv-list(at)matronics.com>, LycomingEngines-list(at)matronics.com, rv6-list(at)matronics.com, rv10-list(at)matronics.com

Sent: Saturday, December 19, 2015 12:44:41 PM

Subject: Re: Lycoming O-360 Fuel Flow Rate

Thank you to everyone that responded!!  There were some great comments that got me going down the right path.  

Last night I got the cowling back on and took the RV-6 out on the runway and ran it up to full power with the intent of carefully watching the flow rate and aborting the take off if the flow wasn't sufficiently high enough.  I'm happy to report that the flow rate climbed nicely up though the teens as my takeoff roll progressed.  I lifted off around 15-16 gph and decided to take it around the pattern.  As I climbed through the crosswind to downwind turn I noted that the flow was in the 18.5gph range, RPM was at 2700, and EGTs were low 1300's.  After a few more loops around the pattern everything seemed to be working as expected.  I took it out of the pattern and dialed it into my normal cruse configuration which is typically 75% power at 2250 RPM and leaned to about 1425 on the hottest EGT.  Everything sounded and felt fine.  Flow was right at 9.5 GPH per usual.

The only weird thing I noticed was at about 1700 RPM.  When I turn from Downwind to Base and go from idle to about 2000 RPM like I usually do, right about 1700 RPM the engine kind of sags and then picks back up.  It is very repeatable.  Strangely there is no sag on the ground after a touch and go when I push the throttle in fast going from idle to full power anymore like there was with the old carb. 

Does anyone have any idea what that sag at 1700 is?  Is there a nurd knob on the carb for this specifically?

Thanks again for the great feedback!

Matt Dralle

At 02:38 PM 12/18/2015 Friday, Matt Dralle wrote:

>I'm still chasing down this weird problem with low fuel flow rates on the RV-6.  I've replaced the mechanical fuel pump and got a rebuilt 4-5 carburetor, both of which were well over do for replacement/overhaul anyway.  I haven't put the cowling back on yet, but I did a static run up to about 2350-2400 and am seeing about 9gph, which seems low to me?  

>

>I pulled the fuel line off the carburetor and turned the electric fuel pump on and saw about 21 GPH flow.  Is that considered "normal" or too low?

>

>Thanks for the feedback,

>

>Matt

-

Matt Dralle

_________________
Matt Dralle
Matronics Email List Administrator

Matt Dralle
Site Admin

Joined: 08 Nov 2005
Posts: 25204
Location: Livermore CA USA

Posted: Tue Dec 22, 2015 12:22 pm Post subject: Lycoming O-360 Fuel Flow Rate

Well, it was probably the fuel pump.  I think my flow rates right after replacing the fuel pump (but before I replaced the carb) were probably alright as they were similar to what I saw after the new carb.  But, it was time for a new carb anyway, so I guess it worked out.  Btw, as if all of this debacle wasn't frustrating enough, last weekend while trying to test all of this, the battery went dead.  Checking the logs it was 36 months ago since I replaced it the last time.  Guess that's about right.  Sigh.  Is it time to fly it yet?  I've been working on it enough lately.  

Matt Dralle

RV-8 #82880 N998RV "Ruby Vixen"

http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log

http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log

http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel

Status: 210+ Hours TTSN - Version 2.0 Now Flying!

RV-6 #20916 N360EM "The Flyer"

http://www.mattsrv6.com - Matt's RV-6 Revitalization Log

Status: 300+ Hours - Full Flyer Mode!

Matt's Livermore Airport Live ATC Stream!

Check out the live ATC stream directly from my hangar at the Livermore

Airport.  Includes both Tower and Ground transmissions.  Archives too!

For entertainment purposes only.

At 10:24 AM 12/21/2015 Monday, you wrote:

 	  Quote: 	
		  So what did you do to fix the problem Matt?

Harry Crosby

----------

From: "Matt Dralle" <dralle(at)matronics.com>

To: "RV-List" <rv-list(at)matronics.com>, LycomingEngines-list(at)matronics.com, rv6-list(at)matronics.com, rv10-list(at)matronics.com

Sent: Saturday, December 19, 2015 12:44:41 PM

Subject: RV-List: Re: Lycoming O-360 Fuel Flow Rate

Thank you to everyone that responded!!  There were some great comments that got me going down the right path.  

Last night I got the cowling back on and took the RV-6 out on the runway and ran it up to full power with the intent of carefully watching the flow rate and aborting the take off if the flow wasn't sufficiently high enough.  I'm happy to report that the flow rate climbed nicely up though the teens as my takeoff roll progressed.  I lifted off around 15-16 gph and decided to take it around the pattern.  As I climbed through the crosswind to downwind turn I noted that the flow was in the 18.5gph range, RPM was at 2700, and EGTs were low 1300's.  After a few more loops around the pattern everything seemed to be working as expected.  I took it out of the pattern and dialed it into my normal cruse configuration which is typically 75% power at 2250 RPM and leaned to about 1425 on the hottest EGT.  Everything sounded and felt fine.  Flow was right at 9.5 GPH per usual.

The only weird thing I noticed was at about 1700 RPM.  When I turn from Downwind to Base and go from idle to about 2000 RPM like I usually do, right about 1700 RPM the engine kind of sags and then picks back up.  It is very repeatable.  Strangely there is no sag on the ground after a touch and go when I push the throttle in fast going from idle to full power anymore like there was with the old carb. 

Does anyone have any idea what that sag at 1700 is?  Is there a nurd knob on the carb for this specifically?

Thanks again for the great feedback!

Matt Dralle

At 02:38 PM 12/18/2015 Friday, Matt Dralle wrote:

>I'm still chasing down this weird problem with low fuel flow rates on the RV-6.  I've replaced the mechanical fuel pump and got a rebuilt 4-5 carburetor, both of which were well over do for replacement/overhaul anyway.  I haven't put the cowling back on yet, but I did a static run up to about 2350-2400 and am seeing about 9gph, which seems low to me?  

>

>I pulled the fuel line off the carburetor and turned the electric fuel pump on and saw about 21 GPH flow.  Is that considered "normal" or too low?

>

>Thanks for the feedback,

>

>Matt

-

Matt Dralle

_________________
Matt Dralle
Matronics Email List Administrator

rv10flyer(at)live.com
Guest

Posted: Tue Dec 22, 2015 1:23 pm Post subject: Lycoming O-360 Fuel Flow Rate

Matt;

I run a battery excerciser, or in my case a Battery tender and have had 

the battery for 5 years, still going strong. if you arent keeping the 

battery excercised that may be the issue with a 3 year life span. Or 

maybe that is normal for aircraft batteries? I am using a wheel chair 

battery. (UB12350)

Pascal



On 12/22/2015 12:18 PM, Matt Dralle wrote:

 	  Quote: 	
		   



 Well, it was probably the fuel pump.  I think my flow rates right after replacing the fuel pump (but before I replaced the carb) were probably alright as they were similar to what I saw after the new carb.  But, it was time for a new carb anyway, so I guess it worked out.  Btw, as if all of this debacle wasn't frustrating enough, last weekend while trying to test all of this, the battery went dead.  Checking the logs it was 36 months ago since I replaced it the last time.  Guess that's about right.  Sigh.  Is it time to fly it yet?  I've been working on it enough lately.  



 Matt Dralle



 RV-8 #82880 N998RV "Ruby Vixen"

 http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log

 http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log

 http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel

 Status: 210+ Hours TTSN - Version 2.0 Now Flying!



 RV-6 #20916 N360EM "The Flyer"

 http://www.mattsrv6.com - Matt's RV-6 Revitalization Log

 Status: 300+ Hours - Full Flyer Mode!



 Matt's Livermore Airport Live ATC Stream!

 Check out the live ATC stream directly from my hangar at the Livermore

 Airport.  Includes both Tower and Ground transmissions.  Archives too!

 For entertainment purposes only.



 At 10:24 AM 12/21/2015 Monday, you wrote:

> So what did you do to fix the problem Matt?

>

> Harry Crosby

> ----------

> From: "Matt Dralle" <dralle(at)matronics.com>

> To: "RV-List" <rv-list(at)matronics.com>, LycomingEngines-list(at)matronics.com, rv6-list(at)matronics.com, rv10-list(at)matronics.com

> Sent: Saturday, December 19, 2015 12:44:41 PM

> Subject: RV-List: Re: Lycoming O-360 Fuel Flow Rate

>

> 

>

> Thank you to everyone that responded!!  There were some great comments that got me going down the right path.

>

> Last night I got the cowling back on and took the RV-6 out on the runway and ran it up to full power with the intent of carefully watching the flow rate and aborting the take off if the flow wasn't sufficiently high enough.  I'm happy to report that the flow rate climbed nicely up though the teens as my takeoff roll progressed.  I lifted off around 15-16 gph and decided to take it around the pattern.  As I climbed through the crosswind to downwind turn I noted that the flow was in the 18.5gph range, RPM was at 2700, and EGTs were low 1300's.  After a few more loops around the pattern everything seemed to be working as expected.  I took it out of the pattern and dialed it into my normal cruse configuration which is typically 75% power at 2250 RPM and leaned to about 1425 on the hottest EGT.  Everything sounded and felt fine.  Flow was right at 9.5 GPH per usual.

>

> The only weird thing I noticed was at about 1700 RPM.  When I turn from Downwind to Base and go from idle to about 2000 RPM like I usually do, right about 1700 RPM the engine kind of sags and then picks back up.  It is very repeatable.  Strangely there is no sag on the ground after a touch and go when I push the throttle in fast going from idle to full power anymore like there was with the old carb.

>

> Does anyone have any idea what that sag at 1700 is?  Is there a nurd knob on the carb for this specifically?

>

> Thanks again for the great feedback!

>

> Matt Dralle

>

> At 02:38 PM 12/18/2015 Friday, Matt Dralle wrote:

>

>> I'm still chasing down this weird problem with low fuel flow rates on the RV-6.  I've replaced the mechanical fuel pump and got a rebuilt 4-5 carburetor, both of which were well over do for replacement/overhaul anyway.  I haven't put the cowling back on yet, but I did a static run up to about 2350-2400 and am seeing about 9gph, which seems low to me?

>>

>> I pulled the fuel line off the carburetor and turned the electric fuel pump on and saw about 21 GPH flow.  Is that considered "normal" or too low?

>>

>> Thanks for the feedback,

>>

>> Matt

> -

> Matt Dralle

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