X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 18 Apr 2012 11:00:39 -0400 Message-ID: X-Original-Return-Path: Received: from mta11.charter.net ([216.33.127.80] verified) by logan.com (CommuniGate Pro SMTP 5.4.4) with ESMTP id 5485859 for lml@lancaironline.net; Tue, 17 Apr 2012 17:15:58 -0400 Received-SPF: pass receiver=logan.com; client-ip=216.33.127.80; envelope-from=farnsworth@charter.net Received: from imp11 ([10.20.200.11]) by mta11.charter.net (InterMail vM.8.01.05.02 201-2260-151-103-20110920) with ESMTP id <20120417211522.BBCD10966.mta11.charter.net@imp11> for ; Tue, 17 Apr 2012 17:15:22 -0400 Received: from karen305d6aa99 ([96.32.82.24]) by imp11 with smtp.charter.net id z9FM1i00T0XV3AQ059FNK4; Tue, 17 Apr 2012 17:15:22 -0400 X-Authority-Analysis: v=1.1 cv=rvNqJbVGdbt4egs52VbhtoJZG7AoPDG9H2iogr/sNfs= c=1 sm=1 a=xDuPVw_dYREA:10 a=yUnIBFQkZM0A:10 a=iJQyNv5OtPD1cCIz+vZOPA==:17 a=Ia-xEzejAAAA:8 a=bPAFhyeKAAAA:8 a=EeD5MNzq31CLYvajIYcA:9 a=-32q13etsa698B8FpW4A:7 a=QEXdDO2ut3YA:10 a=JYv1iE77PYUA:10 a=EzXvWhQp4_cA:10 a=P71oZRNiEBIA:10 a=d7unQB7LAMosPRbw:21 a=6iNcI1yNnD8XJ-km:21 a=yMhMjlubAAAA:8 a=SSmOFEACAAAA:8 a=vUkKj6Cr1pOXEl6aEiIA:9 a=ANwSryqLRbMvJIFCWAAA:7 a=gKO2Hq4RSVkA:10 a=UiCQ7L4-1S4A:10 a=hTZeC7Yk6K0A:10 a=iJQyNv5OtPD1cCIz+vZOPA==:117 From: "Lynn Farnsworth" X-Original-To: "'Lancair Mailing List'" References: In-Reply-To: Subject: RE: [LML] Re: TSIO 550 Hot #2 cylinder X-Original-Date: Tue, 17 Apr 2012 17:15:20 -0400 X-Original-Message-ID: <01a001cd1cdf$32561740$970245c0$@net> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_01A1_01CD1CBD.AB447740" X-Mailer: Microsoft Office Outlook 12.0 thread-index: Ac0c3FsT8f5oDd+nR5eDeFzKyZzslAAAL4Rw Content-Language: en-us This is a multipart message in MIME format. ------=_NextPart_000_01A1_01CD1CBD.AB447740 Content-Type: text/plain; charset="utf-8" Content-Transfer-Encoding: quoted-printable Ralf, =20 If you think the high CHT is being caused by lean mixture at 32=E2=80=9D = MP with the mixture full rich, try this; turn on the high boost fuel = pump. This will normally increase the fuel flow by 4 to 5 GPH. If this = keeps your #4 CHT down your have validated your suspicion.=20 =20 If you have GAMI injectors you can try replacing the current injector = with one that allows more fuel to that cylinder. =20 =20 Turning on the high boost for a temporary condition it an inexpensive = remedy. =20 =20 Just a thought. =20 Lynn =20 =20 From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of = Craig Berland Sent: Tuesday, April 17, 2012 4:55 PM To: lml@lancaironline.net Subject: [LML] Re: TSIO 550 Hot #2 cylinder =20 Ralf, =20 I had the exact same situation on my IV-P. At full power (2700 rpm; 38 = inHg; 43 gph) my engine ran nice and cool. At all LOP conditions, my = engine ran nice and cool. I define nice and cool as below 380 degF. At = full rich and 65% to 95% power, my engine ran hot because it was = =E2=80=9Ctoo lean=E2=80=9D at full rich. I went out and fuel mapped my = engine from 2200 rpm to 2700 rpm and 22 inHg to 38 inHg. I = didn=E2=80=99t fill in all the boxes but most of them. I did not run = high MAP at the lower rpm=E2=80=99s. When I plotted out the data, using = my best estimate for power at each setting, my suspicion was confirmed. = The fuel system was running about 3-4 gph lean at the reduced power = settings when full rich. The solution was a bit radical. I worked with = Dave Dewell at Great Planes Fuel Metering and he modified my fuel cam to = fix the problem. In the process, we correlated my flight data to his = test stand data. This process is not for the weak of heart but my = engine now runs cool at all power settings. =20 Dave Dewell Great Planes Fuel Metering ddgpfm@tulsacoxmail.com 918 695 4356 =20 Craig Berland N7VG =20 =20 Dear subscribers, =20 Since we are talking about hot cylinders I got one question that bothers = me: I have a plenum and I tried to do a very anal job in sealing all the = leaks around the engine =E2=80=93 I followed Fred Moreno=E2=80=99s = instructions there. I have different temperature patterns amongst the cylinders for = different situations. LOP cruise: #2 is the warmest and is usually between 330 and 370 = depending on altitude, humidity, fuel flow etc. =E2=80=93 always very = cool no issue at all Climb 32=E2=80=9D MAP, 2500 1/min, full rich : cylinder 4 wants to get = warm and I keep the airspeed around 180 in order to stay below 400F. = This is the situation I am not really happy about =E2=80=93 if I = don=E2=80=99t pay attention on a warm day the #4 will get above 400F Climb 2500 1/min, full rich, full throttle: even temperature profile = amongst the cylinders. Engine runs generally cooler and airplane climbs = faster. =20 I tried to watch the EGTs and see if #4 is running lean but I could not = tell a difference in the EGT. #4 has the dip stick pipe and more hoses = that could influence airflow. =20 Any idea why #4 is warmer at 32=E2=80=9D? =20 Thanks for your help =20 Ralf ------=_NextPart_000_01A1_01CD1CBD.AB447740 Content-Type: text/html; charset="utf-8" Content-Transfer-Encoding: quoted-printable

Ralf,

 

If you think the high CHT is being caused by lean mixture = at 32=E2=80=9D MP with the mixture full rich, try this; turn on the high boost fuel = pump. This will normally increase the fuel flow by 4 to 5 GPH. If this keeps your = #4 CHT down your have validated your suspicion.

 

If you have GAMI injectors you can try replacing the = current injector with one that allows more fuel to that cylinder. = =C2=A0=C2=A0

 

Turning on the high boost for a temporary condition it an = inexpensive remedy.=C2=A0

 

Just a thought.

 

Lynn=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0 =

 

From:= Lancair = Mailing List [mailto:lml@lancaironline.net] On Behalf Of Craig = Berland
Sent: Tuesday, April 17, 2012 4:55 PM
To: lml@lancaironline.net
Subject: [LML] Re: TSIO 550 Hot #2 cylinder

 

Ralf,

 

I had the exact same = situation on my IV-P.  At full power (2700 rpm; 38 inHg; 43 gph) my engine = ran nice and cool.  At all LOP conditions, my engine ran nice and = cool.  I define nice and cool as below 380 degF.  At full rich and 65% to = 95% power, my engine ran hot because it was =E2=80=9Ctoo lean=E2=80=9D at = full rich.  I went out and fuel mapped my engine from 2200 rpm to 2700 rpm and 22 inHg to 38 = inHg. I didn=E2=80=99t fill in all the boxes but most of them.  I did not = run high MAP at the lower rpm=E2=80=99s.  When I plotted out the data, using my = best estimate for power at each setting, my suspicion was confirmed.  The fuel system = was running about 3-4 gph lean at the reduced power settings when full = rich.  The solution was a bit radical.  I worked with Dave Dewell at Great = Planes Fuel Metering and he modified my fuel cam to fix the problem.  In = the process, we correlated my flight data to his test stand data.  This process is not for the weak of heart but my engine now runs cool at all = power settings.

 

Dave = Dewell

Great Planes Fuel = Metering

ddgpfm@tulsacoxmail.com<= /o:p>

918 695 = 4356

 

Craig = Berland

N7VG

 

 

Dear = subscribers,

 

Since we are talking = about hot cylinders I got one question that bothers me:

I have a plenum and I = tried to do a very anal job in sealing all the leaks around the engine =E2=80=93 = I followed Fred Moreno=E2=80=99s instructions there.

I have different = temperature patterns amongst the cylinders for different = situations.

LOP cruise: #2 is the = warmest and is usually between 330 and 370 depending on altitude, humidity, fuel = flow etc. =E2=80=93 always very cool no issue at all

Climb 32=E2=80=9D = MAP, 2500 1/min, full rich : cylinder 4 wants to get warm and I keep the airspeed around 180 = in order to stay below 400F. This is the situation I am not really happy about = =E2=80=93 if I don=E2=80=99t pay attention on a warm day the #4 will get above = 400F

Climb 2500 1/min, = full rich, full throttle: even temperature profile amongst the cylinders. Engine = runs generally cooler and airplane climbs faster.

 

I tried to watch the = EGTs and see if #4 is running lean but I could not tell a difference in the EGT. = #4 has the dip stick pipe and more hoses that could influence = airflow.

 

Any idea why #4 is = warmer at 32=E2=80=9D?

 

Thanks for your = help

 

Ralf

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