X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 16 Apr 2012 08:14:20 -0400 Message-ID: X-Original-Return-Path: Received: from imr-da02.mx.aol.com ([205.188.105.144] verified) by logan.com (CommuniGate Pro SMTP 5.4.4) with ESMTP id 5481306 for lml@lancaironline.net; Sat, 14 Apr 2012 10:14:08 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.105.144; envelope-from=vtailjeff@aol.com Received: from mtaout-mb05.r1000.mx.aol.com (mtaout-mb05.r1000.mx.aol.com [172.29.41.69]) by imr-da02.mx.aol.com (8.14.1/8.14.1) with ESMTP id q3EEDTEk014848 for ; Sat, 14 Apr 2012 10:13:29 -0400 Received: from [192.168.1.126] (24-107-65-42.dhcp.stls.mo.charter.com [24.107.65.42]) (using TLSv1 with cipher AES128-SHA (128/128 bits)) (No client certificate requested) by mtaout-mb05.r1000.mx.aol.com (MUA/Third Party Client Interface) with ESMTPSA id 4F0B5E0000C7; Sat, 14 Apr 2012 10:13:29 -0400 (EDT) References: In-Reply-To: Mime-Version: 1.0 (iPad Mail 8L1) Content-Type: multipart/alternative; boundary=Apple-Mail-15--376676236 X-Original-Message-Id: Content-Transfer-Encoding: 7bit X-Mailer: iPad Mail (8L1) From: vtailjeff@aol.com Subject: Re: [LML] TSIO 550 Hot #2 cylinder X-Original-Date: Sat, 14 Apr 2012 09:13:25 -0500 X-Original-To: Lancair Mailing List x-aol-global-disposition: G X-AOL-SCOLL-SCORE: 0:2:405960800:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d29454f89860959c4 X-AOL-IP: 24.107.65.42 --Apple-Mail-15--376676236 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=us-ascii What is the problem? Sent from my iPad On Apr 13, 2012, at 11:02 PM, "John Barrett" wrote: > Looking for advice for this problem. Oil cooler door may help a little bu= t the trade off of oil temp increase vs CHT increase is a trap at high power= climb and in slow flight. Two hours of flight time and problem is consiste= nt up to about 8,000 or 9,000 ft. One idea suggested is to fair the inside t= op of the intake cowl on the left side because turbulence here will decrease= the airflow to the top left side of the engine. One person indicated he di= d this with a IVP and achieved a 20 degree drop in EGT by doing this.=20 >=20 > =20 >=20 > Anyone else have experience with that? >=20 > =20 >=20 > Thanks in advance and to those who have sent congratulatory emails. >=20 > =20 >=20 > Regards, >=20 > =20 >=20 > John Barrett, CEO >=20 > Leading Edge Composites >=20 > PO Box 428 >=20 > Port Hadlock, WA 98339 >=20 > =20 >=20 > www.carbinge.com >=20 > =20 --Apple-Mail-15--376676236 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=utf-8

What is the problem?

Sent from m= y iPad

On Apr 13, 2012, at 11:02 PM, "John Barrett" <jbarrett@carbinge.com> wrote:
<= br>

Looking for advice for this problem. Oil coo= ler door may help a little but the trade off of oil temp increase vs CHT inc= rease is a trap at high power climb and in slow flight. Two hours of f= light time and problem is consistent up to about 8,000 or 9,000 ft. On= e idea suggested is to fair the inside top of the intake cowl on the left si= de because turbulence here will decrease the airflow to the top left side of= the engine. One person indicated he did this with a IVP and achieved a= 20 degree drop in EGT by doing this.

Anyone else have experienc= e with that?

Thanks in advance and to those who have sent congratulator= y emails.

Regards,

John Barrett, CEO
Leading Edge Composites
PO Box 4= 28
Port Hadlock, WA 98339

www.carbinge.com

= --Apple-Mail-15--376676236--