X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 02 Oct 2009 22:34:27 -0400 Message-ID: X-Original-Return-Path: Received: from mail-out1.fuse.net ([216.68.8.175] verified) by logan.com (CommuniGate Pro SMTP 5.2.16) with ESMTP id 3868759 for lml@lancaironline.net; Tue, 29 Sep 2009 00:04:29 -0400 Received-SPF: pass receiver=logan.com; client-ip=216.68.8.175; envelope-from=dreagan@fuse.net X-Original-Return-Path: X-CNFS-Analysis: v=1.1 cv=Jf3tspjE8XI4z6saXnuFbjgHz4WKruKDsdWNlYDB8z0= c=1 sm=0 a=RjXmvL2jZA41QkPPLh4A:9 a=SwwE-gUWJ-B4zh4obhcA:7 a=5CpgMMZGh80CeKiVQb5ZDPzPUcEA:4 a=WtoOiRkwNAr5Ysfo:21 a=JC9VkT4NeZcOyuTo:21 a=Yw2UD2TqcO4Q7d6bktQA:9 a=LI-bA98-5kREIQUsA8kA:7 a=v1tqOkgrJh8z8g4ioGAWPxr1NhQA:4 a=mHW60jSo8mBs1lKdtGbqVg==:117 X-CM-Score: 0 X-Scanned-by: Cloudmark Authority Engine Authentication-Results: ecout1 smtp.mail=dreagan@fuse.net; spf=unknown Received-SPF: error (ecout1: 208.102.196.40 is neither permitted nor denied by domain of fuse.net Received: from [208.102.196.40] ([208.102.196.40:50099] helo=D45LWMF1) by ecout1 (envelope-from ) (ecelerity 2.2.2.43 r()) with ESMTP id 5C/C2-02412-A2781CA4; Tue, 29 Sep 2009 00:03:54 -0400 X-Original-Message-ID: <000a01ca40b9$d91b68a0$fdc8a8c0@D45LWMF1> From: "Dan Reagan" X-Original-To: "lancair" Subject: High #2 CHT on a IVP X-Original-Date: Tue, 29 Sep 2009 00:03:48 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0007_01CA4098.51E13200" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.3598 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3350 This is a multi-part message in MIME format. ------=_NextPart_000_0007_01CA4098.51E13200 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable The current engine I have is brand new with approximately 20 hours on = it. It has a standard mixture control and replaced the previous FADEC = controlled engine. I can not seem to correct my number 2 CHT problem. The previous engine = did not seem to have the problem to this extent. The mod of building a = recess in the oil cooler plenum was done long ago.=20 I cannot climb with 31.5" MP, full rich without #2 hitting 400F at about = 11,000 feet. Climb speed is 165 knots. Today's ground temp was 70F. I = have made a clear path for the air by relocating hoses, spark plug = leads, brackets and anything that might disturb the cooling air. The = only thing left to move is the air conditioning hoses which are right in = the way of the air as it enters the cowling. All the baffling is very tight and everything is the same as was on the = other engine. Has any one had to use a larger injector to keep number 2 cool. Number = 2 EGT is the first to peak. All the other 5 CHT's run within 3 degrees = of each other with number 2 being about 25 degrees higher. EGT's are = running in the 1450 range with #2 being the hottest. Straight and level at 17,000 feet indicating over 200 knots the #2 CHT = will stay just under 400 degrees 31.5" and full rich. When I try to = lean it out the TIT's start above 1650. Has anyone got any suggestions? I will be looking at the injectors tomorrow. I wonder what the trade in value of a slightly used red knob control = cable is? Dan Reagan IVP 670 hours and wishing I had my FADEC back ------=_NextPart_000_0007_01CA4098.51E13200 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

The current engine I have is brand new = with=20 approximately 20 hours on it. It has a standard mixture control = and=20 replaced the previous FADEC controlled engine.

I can not seem to correct my number 2 = CHT=20 problem. The previous engine did not seem to have the problem to = this=20 extent. The mod of building a recess in the oil cooler plenum was = done=20 long ago.

I cannot climb with 31.5" MP, full = rich=20 without #2 hitting 400F at about 11,000 feet. Climb speed is 165=20 knots. Today's ground temp was 70F. I have made a clear path = for the=20 air by relocating hoses, spark plug leads, brackets and anything that = might=20 disturb the cooling air. The only thing left to move is the air=20 conditioning hoses which are right in the way of the air as it enters = the=20 cowling.

All the baffling is very tight and = everything is=20 the same as was on the other engine.

Has any one had to use a larger = injector to keep=20 number 2 cool. Number 2 EGT is the first to peak. All the = other 5=20 CHT's run within 3 degrees of each other with number 2 being about 25 = degrees=20 higher. EGT's are running in the 1450 range with #2 being the=20 hottest.

Straight and level at 17,000 feet = indicating over=20 200 knots the #2 CHT will stay just under 400 degrees 31.5" and = full=20 rich. When I try to lean it out the TIT's start above = 1650.

Has anyone got any = suggestions?

I will be looking at the injectors=20 tomorrow.

I wonder what the trade in value of a = slightly used=20 red knob control cable is?

Dan Reagan

IVP 670 hours and wishing I had my = FADEC=20 back

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