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I am getting the 43.5 at wide open throttle at 38.5
inches. I will check the 32 gallons at 31.5" and 2500.
I have the standard TCM injectors which are all the
same size.
After testing today I found that #2, #4, and #6 all
peak about the same time. Number 1, 3, and 5 seem to peak at about the
same time. The fuel flow difference from first to peak and last to peak
looks to be about .6 gallons per hour. (this is at 23" and 2500 rpm) It
seems strange that all on the left side peak first but then I don't know a lot
about the workings of this engine.
The air flowing around #2 is well managed. It
flows properly around the back and is directed well around the
bottom.
I don't know the answer to the "degrees the
hottest egt is below peak when at full rich".
I think I am about to the point of
investigating the setting lean of peak that will give good tit's and good
cht's. I sure can't get any speed while running rich of peak and I know
the heat is not good for the engine.
I really really appreciate the input to this
problem.
Dan Reagan
----- Original Message -----
Sent: Sunday, October 04, 2009 5:07
AM
Subject: Re: [LML] High #2 CHT on a
IVP
Dan,
There's no reason you can't get a non-fadec
engine to have reasonable cooling. I think you got some other change
along with this engine.
- I agree with Craig on fuel flow. Do you
get the 43.5 wide open? If not, I would fix that first. Then are
you getting the 32 at 31.5?
- 375 for the other cylinders is also high which
is another reason to suspect FF is too low.
- you really don't want #2 to be first to peak so
you want more flow on that injector. Do you have gami
jectors?
- You didn't mention the gami spread between #2
and the others. (gph fuel flow between when #2 peaks and the
others).
- re: the oil cooler, is the air actually flowing
through the fins on #2 or escaping around the back. you also want flow
guides
under the back of #2 to force the air to flow
through the bottom fins
- 400 in cruise is extreme. how many
degrees is your hottest egt below peak when you are full rich? you
should be able to get 150-200 dF rich of peak if you want
it. When you lean it, tit will go past 1700 dF near
peak. you have to go to the other side of peak. to get it to
come back down. it would be worth knowing if there is a mixture setting
on the lean side that will get your tit down and your cht's e.g. in the <
350 range.
Colyn
----- Original Message -----
Sent: Saturday, October 03, 2009 8:36
PM
Subject: [LML] High #2 CHT on a
IVP
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 "lean of peak. Two, check your fuel rate at
2500 rpm and 31.5 inHg. I think at 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 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 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, 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
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