Received-SPF: pass
 receiver=logan.com; client-ip=205.188.109.204; envelope-from=shipchief@aol.com
References: <list-6786620@logan.com>
To: flyrotary@lancaironline.net
Subject: Re: [FlyRotary] Off Topic Lycoming Question...
In-Reply-To: <list-6786620@logan.com>
MIME-Version: 1.0
From: shipchief@aol.com
Content-Type: multipart/alternative; 
 boundary="--------MB_8D111ABD2134735_2370_AC709_webmail-vm014.sysops.aol.com"
Message-Id: <8D111ABD1FDDAC3-2370-3245E@webmail-vm014.sysops.aol.com>
Date: Wed, 19 Mar 2014 13:00:09 -0400 (EDT)

This is a multi-part message in MIME format.
----------MB_8D111ABD2134735_2370_AC709_webmail-vm014.sysops.aol.com
Content-Transfer-Encoding: quoted-printable
Content-Type: text/plain; charset="us-ascii"


High exhaust temp is usually caused by retarded ignition timing. I would re=
commend resetting it to the base Lycoming value.
Running advanced won't help either during the initial trial period.
If you have decent air flow thru the cowl and oil cooler, you should have l=
ower oil temps. My T-18 with O-290 barely gets over 150 in the summer unles=
s I have an airflow restrictor in front of the cooler.
I wonder what the EGT redline value is? Are you reading a temp, or is it so=
me unmarked value?
Also, at what phase of operation do you notice it?
Do you have EGT probes on all 4 cylinders or only one? How does the engine =
run, ignore the gauges, does it run powerfully and smoothly?
Leaned out 1450 degrees is fine. Rich could be 1300 degrees at full or high=
 cruise power.
Do a google search for the Lycoming operating manual, it's not hard to find=
 (for free) on line. it's very helpful.
The previous suggestion that the engine should speed up before dying when s=
hut down with idle mixture cut off is correct.
Did you check the fuel strainer in the admission fitting on the carb. It's =
a little screen filter. If dirty and it cannot allow enough flow for full p=
ower, the engine would run lean after the fuel in the carb bowl got low. Th=
is would allow full take off power for several seconds prior to going lean.
Does the fuel line get hot in flight?=20
EGT circuits can be bedeviled by many application errors and a review of th=
em at Electronic International, in the Downloads section will be a big help=
 www.buy-ei.com "The pilot's manual for Learning and Diagnosing Engine Prob=
lems"
Good luck! My O-290 runs great!
I used it, in my T-18 to get up to speed for my first flights in the RV-8 1=
3BT.

-----Original Message-----
From: DLOMHEIM <DLOMHEIM@aol.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Wed, Mar 19, 2014 4:12 am
Subject: [FlyRotary] Off Topic Lycoming Question...


Tracy:
=20
This engine has 155 hrs on it and the cylinders were pulled and sent in for=
 inspection and they checked out good and were simply honed and new rings a=
dded.  The oil temp has been running right at 220 degrees (taken at the oil=
 screen on the accessory case as is std on the O-290s).  I have read that s=
hould drop a bit once the rings fully seat in.  Next time a run it I'm also=
  going to shoot the front two cylinders with my infra red thermometer righ=
t after shut down to see what it shows on the barrels, and I also am going =
to move the sender to a lower plug and see if that changes anything.
=20
EGTs are my real puzzle though as to why all four would be maxed out.  I've=
 never heard of a Lycoming generating that hi an EGT and that was the sole =
domain of rotaries!  :)
=20
Thanks for your ideas on this...
=20
Doug


----------MB_8D111ABD2134735_2370_AC709_webmail-vm014.sysops.aol.com
Content-Transfer-Encoding: quoted-printable
Content-Type: text/html; charset="us-ascii"

<font color=3D'black' size=3D'2' face=3D'arial'>
<div>High exhaust temp is usually caused by retarded ignition timing. I wou=
ld recommend resetting it to the base Lycoming value.</div>

<div>Running advanced won't help either during the initial trial period.</d=
iv>

<div>If you have decent air flow thru the cowl and oil cooler, you should h=
ave lower oil temps. My T-18 with O-290 barely gets over 150 in the summer =
unless I have an airflow restrictor in front of the cooler.</div>

<div>I wonder what the EGT redline value is? Are you reading a temp, or is =
it some unmarked value?</div>

<div>Also, at what phase of operation do you notice it?</div>

<div>Do you have EGT probes on all 4 cylinders or only one? How does the en=
gine run, ignore the gauges, does it run powerfully and smoothly?</div>

<div>Leaned out 1450 degrees is fine. Rich could be 1300 degrees at full or=
 high cruise power.</div>

<div>Do a google search for the Lycoming operating manual, it's not hard to=
 find (for free) on line. it's very helpful.</div>

<div>The previous suggestion that the engine should speed up before dying w=
hen shut down with idle mixture cut off is correct.</div>

<div>Did you check the fuel strainer in the admission fitting on the carb. =
It's a little screen filter. If dirty and&nbsp;it cannot allow enough flow =
for full power, the engine would run lean after the fuel in the carb bowl g=
ot low. This would allow full take off power for several seconds prior to g=
oing lean.</div>

<div>Does the fuel line get hot in flight? </div>

<div>EGT circuits can be bedeviled by many application errors and a review =
of them at Electronic International, in the Downloads section will be a big=
 help <a href=3D"http://www.buy-ei.com">www.buy-ei.com</a>&nbsp;"The pilot'=
s manual for Learning and Diagnosing Engine Problems"</div>

<div>Good luck! My O-290 runs great!</div>

<div>I used it, in my T-18 to get up to speed for my first flights in the R=
V-8 13BT.</div>

<div>&nbsp;</div>

<div style=3D"color: black; font-family: arial,helvetica; font-size: 10pt;"=
>-----Original Message-----<br>
From: DLOMHEIM &lt;DLOMHEIM@aol.com&gt;<br>
To: Rotary motors in aircraft &lt;flyrotary@lancaironline.net&gt;<br>
Sent: Wed, Mar 19, 2014 4:12 am<br>
Subject: [FlyRotary] Off Topic Lycoming Question...<br>
<br>


<div id=3D"AOLMsgPart_1_251da3b7-4ec1-4d6f-a1f8-6b1a9898d204">


<div class=3D"aolReplacedBody" style=3D"color: rgb(0, 0, 0); font-family: A=
rial; font-size: 10pt;" topmargin=3D"7" rightmargin=3D"7" leftmargin=3D"7" =
bottommargin=3D"7"><font color=3D"#000000" face=3D"Arial" size=3D"2">

<div>Tracy:</div>


<div>&nbsp;</div>


<div>This engine has 155 hrs on it and the cylinders were pulled and sent i=
n for=20
inspection and they checked out good and were simply honed and new rings=20
added.&nbsp; The oil temp has been running right at 220 degrees (taken at t=
he=20
oil screen on the accessory case as is std on the O-290s).&nbsp; I have rea=
d=20
that should drop a bit once the rings fully seat in.&nbsp; Next time a run =
it=20
I'm also&nbsp; going to&nbsp;shoot the front two cylinders with my infra re=
d=20
thermometer right after shut down to see what it shows on the barrels, and =
I=20
also am&nbsp;going to move the sender to a lower plug and see if that chang=
es=20
anything.</div>


<div>&nbsp;</div>


<div>EGTs are my real puzzle though as to why&nbsp;all four would be maxed=
=20
out.&nbsp; I've never heard of a Lycoming&nbsp;generating that hi an EGT an=
d=20
that was the sole domain of rotaries!&nbsp; :)</div>


<div>&nbsp;</div>


<div>Thanks for your ideas on this...</div>


<div>&nbsp;</div>


<div>Doug</div>
</font>
</div>


</div>
</div>
</font>
----------MB_8D111ABD2134735_2370_AC709_webmail-vm014.sysops.aol.com--