Return-Path: Sender: (Marvin Kaye) To: lml@lancaironline.net Date: Fri, 31 Oct 2003 18:46:00 -0500 Message-ID: X-Original-Return-Path: Received: from imo-m02.mx.aol.com ([64.12.136.5] verified) by logan.com (CommuniGate Pro SMTP 4.1.6) with ESMTP id 2704801 for lml@lancaironline.net; Fri, 31 Oct 2003 15:48:52 -0500 Received: from JIMRHER@aol.com by imo-m02.mx.aol.com (mail_out_v36_r1.1.) id q.1ce.138c6c0c (16781) for ; Fri, 31 Oct 2003 15:48:47 -0500 (EST) From: JIMRHER@aol.com X-Original-Message-ID: <1ce.138c6c0c.2cd424af@aol.com> X-Original-Date: Fri, 31 Oct 2003 15:48:47 EST Subject: Re: [LML] TSIO-550E Surprise at 215 hrs. X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_1ce.138c6c0c.2cd424af_boundary" X-Mailer: 8.0 for Windows sub 6800 --part1_1ce.138c6c0c.2cd424af_boundary Content-Type: text/plain; charset="ISO-8859-1" Content-Transfer-Encoding: quoted-printable Answers to some questions. "Ridge Dickey" : Is this a certificated, new-in-your-airplane engine? Yes, This was a New from the factory engine with a build date of Feb. 2001.=20 Having a 1 year parts and labor plus 2 more years parts warrenttee. That als= o=20 means, it was built after the crankshaft AD. And also with the Newer Steel=20 Insert Pistons with reduced cylinder choke form about .014 to .005 in. I kne= w=20 about these things and waited until the latest was in production. I am not a= ware=20 of any changes made on the E engine since then. The factory States that ther= e=20 is NO time limit for using Full power, some engines have a 5 min. limit. Als= o,=20 the Max. CHT limit is 460*F which I never ever saw. My EFIS is set to give m= e=20 an Alarm at 420* and only cyl. #2 saw that several times. I also run a=20 Certified MT 4 blade prop. balanced, for what it's worth. "craig blitzer" : For some those of us who are not as familiar about the way these engines=20 operate because we are still building, do you mind putting all of that in te= rms an=20 idiot like me can understand? Thanks Craig Blitzer, cblitzer@triad.rr.com > >> >>> =A0It started and ran just perfect and very smooth. I wanted to rec= ord=20 >>> some=20 >>=20 temperatures on the 35 min. flight to Lycon in Visalia, CA. so I took off an= d=20 left it at full power for a while, leveled at 4K ft. and saw 210 Kts. IAS an= d=20 227 TAS. The highest CHT I saw was #2 at 402*. It was pumping 43.6 GPH all=20 the EGT's and CHT's were as normal. Max EGT was 1411* at that full flow. Whe= n we=20 took the compression it was three at 54/56 and three at 24/44 over 80 Lbs.=20 Not good, and hearing some leakage in the exhaust. "Oh Shit" was the mechani= c's=20 response so I said the same and authorized the removal of the cylinders.<<<=20= =20 Craig, Sorry if I didn't explain it too well but I take issue with calling=20 yourself an Idiot. There are no dumb questions. In the interest of trying to= be=20 brief I left some things out. I'll try again. I was really just expecting a Normal inspection because the engine started=20 and ran exactly like it has since new. I had even recently pulled through th= e=20 propeller to FEEL each cylinders compression. I gave the speeds and altitude= =20 with full power so other L 4 owners could see that it was developing very hi= gh=20 power. My #2 CHT had been the one that always was the highest when rich of p= eak=20 and so that was the only one I watched and 402* is not bad for full power.=20 While climbing at 165 IAS that temp. would be higher. I gave the Fuel Flow t= o=20 show that the GPH was at the high end of the engine specification. The TCM r= ange=20 is 41 to 44 GPH. Also, the highest EGT at 1411* shows that it is getting=20 enough fuel. Some mechanics go more by EGT than Fuel Flow, that's why I show= ed that=20 number. The compression numbers I gave were very general and I can be more specific=20 here. Static compression is taken by blowing 80 lbs of air into the cylinder= =20 and measuring how much it will hold. Using a two gauge setup and a Calibrate= d=20 orifice, I think you are allowed just under 50 lbs. When this was done 1 yea= r=20 ago I had one cylinder that read 50 and the others were higher. This time th= at=20 #1 cyl. read about 40 lbs. The lowest was #6 at 24 lbs. #4 was only 44 lbs.=20= and=20 strangely #2, the one that I was so concerned about and the one that was the= =20 hottest and most abused so to speak, was 56 lbs. the highest of all. Also no= te=20 that #6 is the front left cyl. that has the intercooler in the baffle in=20 front of it and did have lower CHT. This, to an engineer, is a shoulder shru= g,=20 meaning even us Idiots can't answer what is happening. Still, I have to say that I haven't seen a better piston engine than this fo= r=20 the L4P, even though I know everyone has there favorite. The real proof is=20 the total number of flying hours flown. Everyone thinks that the next best=20 engine proposal won't have these problems, but they may have many others? I=20= will=20 report on the Warrantee coverage later. No Flames now, my wallet is burning my A** enough, Hope this helps? I also would like any other inputs? Jim Hergert N6XE, "An Sex Y" L4P --part1_1ce.138c6c0c.2cd424af_boundary Content-Type: text/html; charset="ISO-8859-1" Content-Transfer-Encoding: quoted-printable Answers to some questions.

"Ridge Dickey" <ridgedick= ey@hotmail.com>:

Is this a certificated, new-in-your-airplane engine?

Yes, This w= as a New from the factory engine with a build date of Feb. 2001. Having a 1=20= year parts and labor plus 2 more years parts warrenttee. That also means, it= was built after the crankshaft AD. And also with the Newer Steel Insert Pis= tons with reduced cylinder choke form about .014 to .005 in. I knew about th= ese things and waited until the latest was in production. I am not aware of=20= any changes made on the E engine since then. The factory States that there i= s NO time limit for using Full power, some engines have a 5 min. limit. Also= , the Max. CHT limit is 460*F which I never ever saw. My EFIS is set to give= me an Alarm at 420* and only cyl. #2 saw that several times. I also run a C= ertified MT 4 blade prop. balanced, for what it's worth.


"craig blitzer" <CBLITZER= @triad.rr.com>:

For some those of us who are not as familiar about the way these engines ope= rate because we are still building, do you mind putting all of that in terms= an idiot like me can understand?
Thanks
Craig Blitzer, cblitzer@triad.rr.com

=A0It starte= d and ran just perfect and very smooth. I wanted to record some


temperatures on the 35 min. flight to Lycon in Visalia, CA. so I took off an= d left it at full power for a while, leveled at 4K ft. and saw 210 Kts. IAS=20= and 227 TAS. The highest CHT I saw was #2 at 402*. It was pumping 43.6 GPH a= ll the EGT's and CHT's were as normal. Max EGT was 1411* at that full flow.=20= When we took the compression it was three at 54/56 and three at 24/44 over 8= 0 Lbs. Not good, and hearing some leakage in the exhaust. "Oh Shit" was the=20= mechanic's response so I said the same and authorized the removal of the cyl= inders.<<<

Craig, Sorr= y if I didn't explain it too well but I take issue with calling yourself an=20= Idiot. There are no dumb questions. In the interest of trying to be brief I=20= left some things out. I'll try again.

I was really just expecting a Normal inspection because the engine started a= nd ran exactly like it has since new. I had even recently pulled through the= propeller to FEEL each cylinders compression. I gave the speeds and altitud= e with full power so other L 4 owners could see that it was developing very=20= high power. My #2 CHT had been the one that always was the highest when rich= of peak and so that was the only one I watched and 402* is not bad for full= power. While climbing at 165 IAS that temp. would be higher. I gave the Fue= l Flow to show that the GPH was at the high end of the engine specification.= The TCM range is 41 to 44 GPH. Also, the highest EGT at 1411* shows that it= is getting enough fuel. Some mechanics go more by EGT than Fuel Flow, that'= s why I showed that number.
The compression numbers I gave were very general and I can be more specific=20= here. Static compression is taken by blowing 80 lbs of air into the cylinder= and measuring how much it will hold. Using a two gauge setup and a Calibrat= ed orifice, I think you are allowed just under 50 lbs. When this was done 1=20= year ago I had one cylinder that read 50 and the others were higher. This ti= me that #1 cyl. read about 40 lbs. The lowest was #6 at 24 lbs. #4 was only=20= 44 lbs. and strangely #2, the one that I was so concerned about and the one=20= that was the hottest and most abused so to speak, was 56 lbs. the highest of= all. Also note that #6 is the front left cyl. that has the intercooler in t= he baffle in front of it and did have lower CHT. This, to an engineer, is a=20= shoulder shrug, meaning even us Idiots can't answer what is happening.

Still, I have to say that I haven't seen a better piston engine than this fo= r the L4P, even though I know everyone has there favorite. The real proof is= the total number of flying hours flown. Everyone thinks that the next best=20= engine proposal won't have these problems, but they may have many others? I=20= will report on the Warrantee coverage later.

No Flames now, my wallet is burning my A** enough,
Hope this helps? I also would like any other inputs?

Jim Hergert=
N6XE, "An Sex Y" L4P
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