Sender: <marv@lancaironline.net> (Marvin Kaye)
To: lml
Date: Wed, 23 Jul 2003 23:51:54 -0400
Message-ID: <redirect-2502320@logan.com>
From: JIMRHER@aol.com
Subject: Hot Desert, Ice, Hot Cylinders
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Lancair folks,
Tuesday I had another flying learning experience. I took off in my L4P from 
Sedona, AZ. at 9:45AM and 90*F in the morning to avoid the afternoon widespread 
Lightning storms that I saw the previous two days starting about noon. There 
were hi clouds with bases at about 12/15K ft. I saw a large hole open up 
overhead that was kinda on my route west so I thought I could get on top at FL240, 
which was what I had filed for. I had full fuel (108 gals) two folks, 4 cats 
and luggage (gross). I made a left climbing 270* overhead departure to get 
through the hole before calling ATC for my IFR flight plan. It mostly worked fine 
but I hadn't got on top by the time the hole was gone so I asked for deviation 
on heading of up to 40* left to avoid the build ups. I could see that we were 
going to have to go IMC so I turned on the Pitot heat and turned off the AC. 
I had the TruTrak AP holding heading and climbing at 700 fpm. I saw #2 cyl. 
temp rising at 9.5K ft. so I turned on the Low Boost, which is normal at 10K 
ft., and it stabilized the temps at 415*. I went IMC at 17K ft. and continued 
climbing to my cleared FL 220. I still wasn't on top and my cylinder head temps. 
were climbing like I had never seen them before. I had full rich and had 
checked my fuel flow on take off at full power (43.8 GPH at 38.5/2700 rpm) which is 
right at max flow. My cruise climb was 29 GPH at 31.5/2550 rpm. So with the 
temps rising I put the HI Boost on and saw 33 + GPH and then I reduced MP to 
30. The temps were still rising till I had #2 at 436* and 3 others at over 420* 
which shows as Red warnings on the SFS and the lady is telling me in my ear to 
"Check Engine". I didn't know what was happening and went pasted my assigned 
altitude of 220 and then the controller reminded me. I told her I wanted 
higher and that I had an overtemp problem. She gave me FL230 as max. I leveled 
there and was still IMC but could see that if I was 1,000 ft. higher I would be 
out of most of this. I asked for 240 and they said no way. By then I had pulled 
power back to 29/2400 with Hi Boost and still the temps remained higher than I 
have ever seen before. So I went on the Lean side 29/2400 gave me 17.5 GPH 
and the temps that usually come right down stayed over 420* (4) in the red and 
the rest in the yellow. After about 20 min. of IMC we broke out not even seeing 
Las Vegas. For the first time I looked out and saw I had 1/8 in. of rime ICE 
on the wing and wingtits up and over the top of them. I had noticed a 20 to 30 
kt. decrease in TAS and 12 to 16 less in IAS. My temps were not going down 
and maybe going up so I again went back on the Rich side and turned on the HI 
Boost. I had lots of fuel for this 500 NM flight and the SFS showed a 2.5 hr 
fuel remaining on the rich side as compared to 4.5 hrs on the lean side. I was 
pouring as much fuel into the engine as possible and didn't want to go any less 
on RPM than 2400 at this altitude and take the chance of loosing 
pressurization. I carried that ICE for at least 1.5 hrs of the 2.2 hr flight. I didn't 
loose the Ice until I descended below 17K ft the freezing level.

Bottom-line, this is my first encounter with ICE in the L4P and I wanted to 
ask anyone with experience if they have ever noticed the engine CHT's being 
your first indication of ICE? I suspect that the front of the cowl openings had 
enough Ice to disrupt the cooling air flow. After landing in 90* at San Jose, 
CA. I looked into the cowl and fist thought that with my landing lights mounted 
in the right air intake that maybe they iced up, but than I remembered that 
it affected all CHT's on both sides. My left side is almost stock with only the 
AC lines over the intercooler. BTW, when flying on top at FL 230 after coming 
out of IMC, with the sun at high noon, I had the sun shades on the window and 
the AC turned on low to keep it comfortable in the cabin AND ICE on the 
leading edges. I never thought that would be the case. With the AC off I felt the 
incoming air from the Turbos through the intercooler and I must say that it was 
cold, but after having the AC off for 10 min. it gets warm in the cabin and 
the AC on low makes it perfect, the cats love it.

Hope this helps others, please give me your comments,

Jim Hergert
N6XE, "An Sex Y" L4P
190 hrs. SFS

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<HTML><FONT FACE=3Darial,helvetica><FONT  SIZE=3D3 FAMILY=3D"SANSSERIF" FACE=
=3D"Franklin Gothic Medium" LANG=3D"0">Lancair folks,<BR>
Tuesday I had another flying learning experience. I took off in my L4P from=20=
Sedona, AZ. at 9:45AM and 90*F in the morning to avoid the afternoon widespr=
ead Lightning storms that I saw the previous two days starting about noon. T=
here were hi clouds with bases at about 12/15K ft. I saw a large hole open u=
p overhead that was kinda on my route west so I thought I could get on top a=
t FL240, which was what I had filed for. I had full fuel (108 gals) two folk=
s, 4 cats and luggage (gross). I made a left climbing 270* overhead departur=
e to get through the hole before calling ATC for my IFR flight plan. It most=
ly worked fine but I hadn't got on top by the time the hole was gone so I as=
ked for deviation on heading of up to 40* left to avoid the build ups. I cou=
ld see that we were going to have to go IMC so I turned on the Pitot heat an=
d turned off the AC. I had the TruTrak AP holding heading and climbing at 70=
0 fpm. I saw #2 cyl. temp rising at 9.5K ft. so I turned on the Low Boost, w=
hich is normal at 10K ft., and it stabilized the temps at 415*. I went IMC a=
t 17K ft. and continued climbing to my cleared FL 220. I still wasn't on top=
 and my cylinder head temps. were climbing like I had never seen them before=
. I had full rich and had checked my fuel flow on take off at full power (43=
.8 GPH at 38.5/2700 rpm) which is right at max flow. My cruise climb was 29=20=
GPH at 31.5/2550 rpm. So with the temps rising I put the HI Boost on and saw=
 33 + GPH and then I reduced MP to 30. The temps were still rising till I ha=
d #2 at 436* and 3 others at over 420* which shows as Red warnings on the SF=
S and the lady is telling me in my ear to "Check Engine". I didn't know what=
 was happening and went pasted my assigned altitude of 220 and then the cont=
roller reminded me. I told her I wanted higher and that I had an overtemp pr=
oblem. She gave me FL230 as max. I leveled there and was still IMC but could=
 see that if I was 1,000 ft. higher I would be out of most of this. I asked=20=
for 240 and they said no way. By then I had pulled power back to 29/2400 wit=
h Hi Boost and still the temps remained higher than I have ever seen before.=
 So I went on the Lean side 29/2400 gave me 17.5 GPH and the temps that usua=
lly come right down stayed over 420* (4) in the red and the rest in the yell=
ow. After about 20 min. of IMC we broke out not even seeing Las Vegas. For t=
he first time I looked out and saw I had 1/8 in. of rime ICE on the wing and=
 wingtits up and over the top of them. I had noticed a 20 to 30 kt. decrease=
 in TAS and 12 to 16 less in IAS. My temps were not going down and maybe goi=
ng up so I again went back on the Rich side and turned on the HI Boost. I ha=
d lots of fuel for this 500 NM flight and the SFS showed a 2.5 hr fuel remai=
ning on the rich side as compared to 4.5 hrs on the lean side. I was pouring=
 as much fuel into the engine as possible and didn't want to go any less on=20=
RPM than 2400 at this altitude and take the chance of loosing pressurization=
. I carried that ICE for at least 1.5 hrs of the 2.2 hr flight. I didn't loo=
se the Ice until I descended below 17K ft the freezing level.<BR>
<BR>
Bottom-line, this is my first encounter with ICE in the L4P and I wanted to=20=
ask anyone with experience if they have ever noticed the engine CHT's being=20=
your first indication of ICE? I suspect that the front of the cowl openings=20=
had enough Ice to disrupt the cooling air flow. After landing in 90* at San=20=
Jose, CA. I looked into the cowl and fist thought that with my landing light=
s mounted in the right air intake that maybe they iced up, but than I rememb=
ered that it affected all CHT's on both sides. My left side is almost stock=20=
with only the AC lines over the intercooler. BTW, when flying on top at FL 2=
30 after coming out of IMC, with the sun at high noon, I had the sun shades=20=
on the window and the AC turned on low to keep it comfortable in the cabin A=
ND ICE on the leading edges. I never thought that would be the case. With th=
e AC off I felt the incoming air from the Turbos through the intercooler and=
 I must say that it was cold, but after having the AC off for 10 min. it get=
s warm in the cabin and the AC on low makes it perfect, the cats love it.<BR=
>
<BR>
Hope this helps others, please give me your comments,<BR>
<BR>
Jim Hergert<BR>
N6XE, "An Sex Y" L4P<BR>
190 hrs. SFS</FONT><FONT  COLOR=3D"#000000" style=3D"BACKGROUND-COLOR: #ffff=
ff" SIZE=3D2 FAMILY=3D"SANSSERIF" FACE=3D"Arial" LANG=3D"0"><BR>
</FONT></HTML>
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