|
|
Answers to some questions.
"Ridge Dickey" <ridgedickey@hotmail.com>:
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. Having a 1 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 Pistons with reduced cylinder choke form about .014 to .005 in. I knew about these things and waited until the latest was in production. I am not aware of any changes made on the E engine since then. The factory States that there is 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 Certified 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 operate 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
It started 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 and left it at full power for a while, leveled at 4K ft. and saw 210 Kts. IAS and 227 TAS. The highest CHT I saw was #2 at 402*. It was pumping 43.6 GPH all the EGT's and CHT's were as normal. Max EGT was 1411* at that full flow. When we took the compression it was three at 54/56 and three at 24/44 over 80 Lbs. Not good, and hearing some leakage in the exhaust. "Oh Shit" was the mechanic's response so I said the same and authorized the removal of the cylinders.<<<
Craig, Sorry if I didn't explain it too well but I take issue with calling yourself an Idiot. There are no dumb questions. In the interest of trying to be brief I left some things out. I'll try again.
I was really just expecting a Normal inspection because the engine started and 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 altitude with full power so other L 4 owners could see that it was developing very 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 Fuel 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 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 Calibrated orifice, I think you are allowed just under 50 lbs. When this was done 1 year ago I had one cylinder that read 50 and the others were higher. This time that #1 cyl. read about 40 lbs. The lowest was #6 at 24 lbs. #4 was only 44 lbs. and strangely #2, the one that I was so concerned about and the one 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 the baffle in front of it and did have lower CHT. This, to an engineer, is a 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 for 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 engine proposal won't have these problems, but they may have many others? I 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
|
|