X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 20 Jul 2010 07:57:16 -0400 Message-ID: X-Original-Return-Path: Received: from web111401.mail.gq1.yahoo.com ([67.195.15.132] verified) by logan.com (CommuniGate Pro SMTP 5.3.8) with SMTP id 4399337 for lml@lancaironline.net; Mon, 19 Jul 2010 23:05:27 -0400 Received-SPF: none receiver=logan.com; client-ip=67.195.15.132; envelope-from=randylsnarr@yahoo.com Received: (qmail 78028 invoked by uid 60001); 20 Jul 2010 03:04:52 -0000 DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=yahoo.com; h=Message-ID:X-YMail-OSG:Received:X-Mailer:Date:From:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=Wpq5a5HHP4SuOb5nvQM5GJRqF0CKz9TMb9RKbnZ1G3jUsRBguRY2l6yKwAm6MzN3fyXJmB7+R0GzFFpWqt2ZSBGyzct1BhciEmtNJrTZ0hP9KsGxK4v1y5eTQfGeuTfiO2d0W1CzWyN+FhmFssY1KV0J2C+GGlWjL85lGyItehk=; X-Original-Message-ID: <577026.77053.qm@web111401.mail.gq1.yahoo.com> X-YMail-OSG: Ih.tEnkVM1n0UqoguCBtLEPMS7kSX0Sxenyt9kH9bDCoGl3 KGSDDwK06ftD.WqLGGChWGkfo6bZJce6OLIUjqvVd.x5ZTcLw6c5sIO7AytB yjFPM2otYiDgcrbRmcOTEvUBtSXZu6S98HzSC6t5CvLOK8u.jyNUxN0NNfaH m4EL4irnNeqKy.gp_QjWSyuCCCeSNViMvMSOv59RJWviayBd40OyO06DdQ.r sRJKLqhsQW00OSVR.HJkshGWnPFBgFrC6WOAzogYcJ1vFt3uLrQWbnEqGP35 InoTvgeG9lr4UD3k5clmICPeXvR4u.c1wiLqg6okNU4vz6TPB9xLzhjW4_Sg V3zI_rcc_pfnYBwbRtiUibsaW2f7TesKpzsiD.g-- Received: from [76.8.220.18] by web111401.mail.gq1.yahoo.com via HTTP; Mon, 19 Jul 2010 20:04:52 PDT X-Mailer: YahooMailClassic/11.2.4 YahooMailWebService/0.8.104.276605 X-Original-Date: Mon, 19 Jul 2010 20:04:52 -0700 (PDT) From: randy snarr Subject: Re: [LML] Re: My airplane is running HOT X-Original-To: Lancair Mailing List In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-1498694523-1279595092=:77053" --0-1498694523-1279595092=:77053 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable Here is a thought that I have never heard anyone mention. If you look at mo= st exhaust installations, in many cases the exhaust wraps around under all = of the cylinders at 1500 or so degrees...Ok, see where I am going here, I d= ouble wrapped (triple in some areas) all of my exhaust system with that hot= rod manifold wrap. Keeps the hot stuff in the pipes where it belongs. It ma= y also be contributing to hotter cylinder and oil temps. I would also make = sure your exit gaps on the bottom baffeling are not too tight. I opened min= e up a little and also rounded the bends where the hot air exits under the = cylinder near where the safety wire goes instead of 90 % corners. It helped= some. I run around 350 F and 395 max on hot days in a long climb... I like Lorn's idea on timing as well.. Hope some of that helps.. Randy Snarr N694RS 235/320 --- On Sun, 7/18/10, Lorn H Olsen wrote: From: Lorn H Olsen Subject: [LML] Re: My airplane is running HOT To: lml@lancaironline.net Date: Sunday, July 18, 2010, 11:47 AM Bryan, The vernatherm is a distinct possibility. If it is a vernatherm problem, it= may just be that the vernatherm=A0 is not seating correctly. Lycoming has = a tool that you could obtain and use to smooth the vernatherm seat. When I started flying my plane after the last engine teardown, the CHTs wen= t up to 480 in the climb and the EGTs would not go over 1,300. Normally in = the climb my CHTs go up to 440 and the EGTs are up to 1,500. After all of t= he other checks, I had the timing looked at. The left mag was set at 50=B0 = BTDC instead of 25=B0 BTDC. Correction of the left mag timing fixed the pro= blem. Now I know that high CHTs and low EGTs can mean advanced timing. Visa versa= , low CHTs and high EGTs can mean retarded timing. Lorn > Date: July 16, 2010 11:21:15 PM EDT > Posted for Bryan Wullner : >=20 >=A0 Anybody have any ideas or advice for the following situation: >=A0=20 >=A0 Lancair 360 with carbed 360 (180hp) engine. 475 hours on it about. Chr= ome >=A0 Cylinders. I have a Plenum cooling system and larger cowling inlets. >=A0 (Zavatson's cowling and plenum system) >=A0 Oil cooler is mounted at the front inlet. >=A0 Oil wont cool in climb and will go up to 230 and probably higher if no= t >=A0 stabilized. CHT's are all hot in climbs and will go to 440 no problem.= Cant >=A0 figure it out. >=A0 Motor runs great, compression good, boroscoped fine, mag timing good. = All >=A0 leaks in plenum or baffling are sealed. >=A0 Probes were checked out ok. >=A0=20 >=A0 Only thing I haven't checked is the vernotherm. >=A0=20 >=A0 Thanks for any advice. >=A0 Bryan -- Lorn H. 'Feathers' Olsen, MAA, ASMEL, ASES, Comm, Inst DynaComm, Corp., 248-345-0500, mailto:lorn@dynacomm.us LNC2, FB90/92, O-320-D1F, 1,700 hrs, N31161, Y47, SE Michigan -- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html =0A=0A=0A --0-1498694523-1279595092=:77053 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable
Here is a thought that I have never heard any= one mention. If you look at most exhaust installations, in many cases the e= xhaust wraps around under all of the cylinders at 1500 or so degrees...Ok, = see where I am going here, I double wrapped (triple in some areas) all of m= y exhaust system with that hotrod manifold wrap. Keeps the hot stuff in the= pipes where it belongs. It may also be contributing to hotter cylinder and= oil temps. I would also make sure your exit gaps on the bottom baffeling a= re not too tight. I opened mine up a little and also rounded the bends wher= e the hot air exits under the cylinder near where the safety wire goes inst= ead of 90 % corners. It helped some. I run around 350 F and 395 max on hot = days in a long climb...
I like Lorn's idea on timing as well..

Ho= pe some of that helps..
Randy Snarr
N694RS
235/320

--- On Sun, 7/18/10, Lorn H Olsen <lorn@dynacomm.us> wrote:

From: Lorn H Olsen <lorn@dynacomm.us><= br>Subject: [LML] Re: My airplane is running HOT
To: lml@lancaironline.n= et
Date: Sunday, July 18, 2010, 11:47 AM

Bryan,

The vernatherm is a distinct possibility. If it is a vernath= erm problem, it may just be that the vernatherm  is not seating correc= tly. Lycoming has a tool that you could obtain and use to smooth the vernat= herm seat.

When I started flying my plane after the last engine tear= down, the CHTs went up to 480 in the climb and the EGTs would not go over 1= ,300. Normally in the climb my CHTs go up to 440 and the EGTs are up to 1,5= 00. After all of the other checks, I had the timing looked at. The left mag= was set at 50=B0 BTDC instead of 25=B0 BTDC. Correction of the left mag timing fixed the problem.

Now I know that high CHTs and low EGTs ca= n mean advanced timing. Visa versa, low CHTs and high EGTs can mean retarde= d timing.

Lorn

> Date: July 16, 2010 11:21:15 PM EDT
&g= t; Posted for Bryan Wullner <vonjet@gmail.com>:
> >  Anybody have any ideas or advice for the following situation:<= br>> 
>  Lancair 360 with carbed 360 (180hp) engine. 47= 5 hours on it about. Chrome
>  Cylinders. I have a Plenum coolin= g system and larger cowling inlets.
>  (Zavatson's cowling and p= lenum system)
>  Oil cooler is mounted at the front inlet.
&g= t;  Oil wont cool in climb and will go up to 230 and probably higher i= f not
>  stabilized. CHT's are all hot in climbs and will go to = 440 no problem. Cant
>  figure it out.
>  Motor runs great, compression good, boroscoped fine, mag timing good. All
>&nbs= p; leaks in plenum or baffling are sealed.
>  Probes were checke= d out ok.
> 
>  Only thing I haven't checked is the = vernotherm.
> 
>  Thanks for any advice.
>&nbs= p; Bryan
--
Lorn H. 'Feathers' Olsen, MAA, ASMEL, ASES, Comm, InstDynaComm, Corp., 248-345-0500, mailto:lorn@dynacomm.us
LNC2,= FB90/92, O-320-D1F, 1,700 hrs, N31161, Y47, SE Michigan


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