X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 19 Apr 2012 12:43:56 -0400 Message-ID: X-Original-Return-Path: Received: from outbound2.exchangedefender.com ([65.99.255.238] verified) by logan.com (CommuniGate Pro SMTP 5.4.4) with ESMTPS id 5488861 for lml@lancaironline.net; Thu, 19 Apr 2012 10:51:33 -0400 Received-SPF: none receiver=logan.com; client-ip=65.99.255.238; envelope-from=cberland@systems3.net Received: from remote.systems3.net (wsip-98-172-79-178.ph.ph.cox.net [98.172.79.178]) by outbound2.exchangedefender.com (8.13.8/8.13.1) with ESMTP id q3JEomXH003740 (version=TLSv1/SSLv3 cipher=AES128-SHA bits=128 verify=OK) for ; Thu, 19 Apr 2012 10:50:54 -0400 Received: from S3SBS08SERVER.Systems3.local ([fe80::6077:364b:fa39:c71b]) by S3SBS08SERVER.Systems3.local ([fe80::6077:364b:fa39:c71b%10]) with mapi; Thu, 19 Apr 2012 07:50:49 -0700 From: Craig Berland X-Original-To: Lancair Mailing List X-Original-Date: Thu, 19 Apr 2012 07:50:48 -0700 Subject: [LML] Re: TSIO 550 Hot #2 cylinder Thread-Topic: [LML] Re: TSIO 550 Hot #2 cylinder Thread-Index: Ac0eJRaWfSV4t416RMGoSlfAadzQmwAFTGdQ X-Original-Message-ID: References: In-Reply-To: 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_D7A6B5700A0803448C27264F1F5387365B503EEC24S3SBS08SERVER_" MIME-Version: 1.0 X-ExchangeDefender-Info: Please contact the ISP for more information X-MailScanner-ID: q3JEomXH003740 X-ExchangeDefender-VirusScan: Found to be clean X-ExchangeDefender-From: cberland@systems3.net X-ExchangeDefender-MagicKey: 1336056654.90814@eEvh4rITVRlTwkvUhnMNnw --_000_D7A6B5700A0803448C27264F1F5387365B503EEC24S3SBS08SERVER_ Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable I agree with Lynn. This is a very good way to overcome and test for a "too= lean" condition. When you turn on the high boost, watch the fuel flow. I= f fuel flow increases more than 3-4 gph and the condition does not improve,= turn it off. I also believe this is a good "test" procedure and not a ban= d aid to be used to fly across country. Craig Berland Colyn, Ralf did not say that this occurred on takeoff or at low altitude with low = airspeed, so even if the engine ended up with an overly rich mixture and ce= ased running, just turn the boost pump off and revert to the previous fuel = air mixture. With a bit of altitude and 160 to 180 knots I do not see how t= here could be any chance of fatalities resulting. I have used this high boost pump procedure, with the resulting increase in = fuel flow, to remedy increasing CHTs more than once. Make sure it is the HIGH boost you turn on and not the low. In many cases t= urning on the LOW boost pump will cause a slight decrease in fuel flow and = will compound the problem of CHT increasing because of too lean of a mixtur= e to the cylinders involved. Lynn From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Colyn Case Sent: Wednesday, April 18, 2012 3:35 PM To: lml@lancaironline.net Subject: [LML] Re: TSIO 550 Hot #2 cylinder Lynn, Is it a sure thing that you would not get into the fatally rich scenario do= ing this? Colyn --_000_D7A6B5700A0803448C27264F1F5387365B503EEC24S3SBS08SERVER_ Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

I agree with Lynn.  T= his is a very good way to overcome and test for a “too lean” co= ndition.  When you turn on the high boost, watch the fuel flow.  = If fuel flow increases more than 3-4 gph and the condition do= es not improve, turn it off.  I also believe this is a good “tes= t” procedure and not a band aid to be used to fly across country.

Craig Berland

&nb= sp;

Colyn,

Ralf did not say= that this occurred on takeoff or at low altitude with low airspeed, so eve= n if the engine ended up with an overly rich mixture and ceased running, ju= st turn the boost pump off and revert to the previous fuel air mixture. Wit= h a bit of altitude and 160 to 180 knots I do not see how there could be an= y chance of fatalities resulting.

I have use= d this high boost pump procedure, with the resulting increase in fuel flow,= to remedy increasing CHTs more than once.

Make sure it is the HIGH boost you turn on and not the low. In many cases = turning on the LOW boost pump will cause a slight decrease in fuel flow and= will compound the problem of CHT increasing because of too lean of a mixtu= re to the cylinders involved.

Lynn=

 

From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of= Colyn Case
Sent: Wednesday, April 18, 2012 3:35 PM
To:= lml@lancaironline.net
= Subject: [LML] Re: TSIO 550 Hot #2 cylinder

 

Lynn,

Is it a sure thing th= at you would not get into the fatally rich scenario doing this?<= /p>

Colyn

 

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