X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sat, 03 Oct 2009 20:36:55 -0400 Message-ID: X-Original-Return-Path: Received: from asp-3.reflexion.net ([205.237.99.178] verified) by logan.com (CommuniGate Pro SMTP 5.2.16) with SMTP id 3873261 for lml@lancaironline.net; Sat, 03 Oct 2009 14:01:33 -0400 Received-SPF: none receiver=logan.com; client-ip=205.237.99.178; envelope-from=cberland@systems3.net Received: (qmail 14825 invoked from network); 3 Oct 2009 18:00:58 -0000 Received: from unknown (HELO asp-3.reflexion.net) (127.0.0.1) by 0 (rfx-qmail) with SMTP; 3 Oct 2009 18:00:58 -0000 Received: by asp-3.reflexion.net (Reflexion email security v5.60.10) with SMTP; Sat, 03 Oct 2009 14:00:58 -0400 (EDT) Received: (qmail 14796 invoked from network); 3 Oct 2009 18:00:58 -0000 Received: from unknown (HELO remote.systems3.net) (98.172.79.178) by 0 (rfx-qmail) with (AES128-SHA encrypted) SMTP; 3 Oct 2009 18:00:58 -0000 Received: from S3SBS08SERVER.Systems3.local ([fe80::6077:364b:fa39:c71b]) by S3SBS08SERVER.Systems3.local ([fe80::6077:364b:fa39:c71b%10]) with mapi; Sat, 3 Oct 2009 11:00:55 -0700 From: Craig Berland X-Original-To: Lancair Mailing List X-Original-Date: Sat, 3 Oct 2009 11:00:54 -0700 Subject: [LML] High #2 CHT on a IVP Thread-Topic: [LML] High #2 CHT on a IVP Thread-Index: AQHKRFNyhi3usUYlLU6m4h3yRHmEgQ== X-Original-Message-ID: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: acceptlanguage: en-US Content-Type: multipart/alternative; boundary="_000_D7A6B5700A0803448C27264F1F5387362299DCA6S3SBS08SERVERSy_" MIME-Version: 1.0 --_000_D7A6B5700A0803448C27264F1F5387362299DCA6S3SBS08SERVERSy_ Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Dan, my engine is doing the same thing. One thing to try is putting your "= last" to peak injector in #2 cylinder. #2 is the hardest cylinder to cool = in my plane as well. This may cause you to fly quite lean if you cruise "l= ean of peak. Two, check your fuel rate at 2500 rpm and 31.5 inHg. I think a= t full rich it should be approx 32 gph and mine is way below that. I have = 43.5 gph at 2700 rpm and 38.4 inHg. It appears I may need to pull the fuel= pump and check the calibration. I'm trying to find fuel flow rate data fo= r the TSIO550 right now. Craig Berland IV-P N7VG 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 controlle= d 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. 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, brack= ets and anything that might disturb the cooling air. The only thing left t= o 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 oth= er engine. Has any one had to use a larger injector to keep number 2 cool. Number 2 E= GT is the first to peak. All the other 5 CHT's run within 3 degrees of eac= h 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 o= ut 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 --_000_D7A6B5700A0803448C27264F1F5387362299DCA6S3SBS08SERVERSy_ Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Dan, my engine is doing the same thing.  One thing to= try is putting your "last" to peak injector in #2 cylinder. = ; #2 is the hardest cylinder to cool in my plane as well.  This may ca= use you to fly quite lean if you cruise "lean of peak. Two, check your fuel rate at 2500 rpm and 31.5 inHg. I think at full rich it sh= ould be approx 32 gph and mine is way below that.  I have 43.5 gph at = 2700 rpm and 38.4 inHg.  It appears I may need to pull the fuel pump a= nd check the calibration.  I'm trying to find fuel flow rate data for the TSIO550 right now.
Craig Berland
IV-P N7VG
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 wa= s done long ago.
 
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 ai= r as it enters the cowling.
 
All the baffling is very tight and eve= rything is the same as was on the other engine.
 
Has any one had to use a larger inject= or to keep number 2 cool.  Number 2 EGT is the first to peak.  Al= l 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 indi= cating 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 abov= e 1650.
 
Has anyone got any suggestions?=
 
I will be looking at the injectors tom= orrow.
 
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 FAD= EC back
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