Chopped single port head

[Theodore]

yep dat 1 of da first ting i wa wonderin.

Can you even hand start a redrive? less weight without starter and flywheel, will convert to electronic ignition and fuel injection(Kohler, Duetz, honda, chinese etc.)
Iknow(gear head Ted)) lol.

[3D2]

If I used them I would definitely want a CHT gauge.

CHT is the ONLY gauge you need on an oilcooled Part 103.

(Okay, I also have a smiley face wing level centered under it and a ball in tube pressure (airspeed) indicator on the right strut.)

[Kamcoman77]

Most VW experts say an oil temperature and oil pressure gauge are also needed. I would not fly without them.

[3D2]

IMHO they add data, not actionable information, too much data can obfuscate information.

A CHT gauge rapidly gives you actionable information, as you can adjust throttle and mixture-- crudely through the choke if you have a mechanical one.

It's true that over a time (by which your aluminum alloy heads-- which sit right on top of the source of all that heat that eventually gets to your oil-- become toast) that high oil temperatures destroy oil's lubricating quality. But, without an oil cooler all you can do to lower oil temp is what you would have done anyway with the CHT.

Unless you forgot to check the engine oil level.

You can tell all you need to know about your oil before you lift off by pulling the dipstick and touching the oil. Smell (overheated oil smells burnt), carbon level (color and grit), viscosity (slipperyness), fuel contamination (thin, gasoline feeling and smell indicates blowby and a short future ring life).

Oh, and level, (I can't tell you how many yay-hoos I see who apparently don't know they have a dipstick.) Lack of sufficient oil being the primary reason for both high temperature (at normal operating speeds) and low pressure.

It's an airplane, so we can't run it to failure and pull over on a cloud. The pump should be checked with a feeler gauge and the goop cleaned out of the sump at annual...

You do annual right?

So the galleys are clear and pressure plugs can function.

Numbers-- like forward airspeed-- are irrelevant. There is (or there isn't) sufficient air pressure to stay aloft, and in a 350 pound craft you can feel it if you try to (something that the FAA forgot when they approved glass panels). When the forces balance out it's all smooth. You get there when you get there. Knowing the arbitrary number distracts from the wonder and the experience of flight. It doesn't add anything.

Just grandma's $0.02 worth.

[Kamcoman77]

Wow

[3D2]

I hope you didn't take offence, I rub people the wrong way sometimes. I soloed in my dad's J-3 back in '75. Before our first lesson he took rubber cement and scraps of notebook paer and covered the five instruments* on the panel so I wouldn't look at 'em. (Post-it notes were still in the future.) "Aviate, navigate, communicate," he said. (But there was no electrical system and no radio, so communication wasn't very high on the list.)



*RPM, Compass, Wing Level, Non Sensitive Altimeter, CHT. (A stall horn and Airspeed were on the struts.)

[Kamcoman77]

Not offended, astounded by all the info.

[3D2]

IMHO they add data, not actionable information, too much data can obfuscate information.

A CHT gauge rapidly gives you actionable information, as you can adjust throttle and mixture-- crudely through the choke if you have a mechanical one.

It's true that over a time (by which your aluminum alloy heads-- which sit right on top of the source of all that heat that eventually gets to your oil-- become toast) that high oil temperatures destroy oil's lubricating quality. But, without an oil cooler all you can do to lower oil temp is what you would have done anyway with the CHT.

Unless you forgot to check the engine oil level.

You can tell all you need to know about your oil before you lift off by pulling the dipstick and touching the oil. Smell (overheated oil smells burnt), carbon level (color and grit), viscosity (slipperyness), fuel contamination (thin, gasoline feeling and smell indicates blowby and a short future ring life).

Oh, and level, (I can't tell you how many yay-hoos I see who apparently don't know they have a dipstick.) Lack of sufficient oil being the primary reason for both high temperature (at normal operating speeds) and low pressure.

It's an airplane, so we can't run it to failure and pull over on a cloud. The pump should be checked with a feeler gauge and the goop cleaned out of the sump at annual...

You do annual right?

So the galleys are clear and pressure plugs can function.

Numbers-- like forward airspeed-- are irrelevant. There is (or there isn't) sufficient air pressure to stay aloft, and in a 350 pound craft you can feel it if you try to. (That's something that the FAA forgot when they approved glass panels.) When the forces balance out it's all smooth. You get there when you get there. Knowing the arbitrary number distracts from the wonder and the experience of flight. It doesn't add anything.

Just grandma's $0.02 worth.