X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 15 Jul 2008 21:16:41 -0400 Message-ID: X-Original-Return-Path: Received: from imo-d23.mx.aol.com ([205.188.139.137] verified) by logan.com (CommuniGate Pro SMTP 5.2.5) with ESMTP id 3026665 for lml@lancaironline.net; Tue, 15 Jul 2008 09:55:25 -0400 Received: from N66mg@aol.com by imo-d23.mx.aol.com (mail_out_v38_r9.4.) id q.c73.32c2a5ed (14457) for ; Tue, 15 Jul 2008 09:55:16 -0400 (EDT) From: N66mg@aol.com X-Original-Message-ID: X-Original-Date: Tue, 15 Jul 2008 09:55:15 EDT Subject: Re: [LML] Re: IO-550 Options X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1216130115" X-Mailer: Unknown sub 34 X-Spam-Flag:NO -------------------------------1216130115 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit I hear several of the gang talking about a system developed by Steve Colwel instead of ram air, what is it and how can I find out soon Michael IV-P _n66mg@aol.com_ (mailto:n66mg@aol.com) In a message dated 7/15/2008 4:51:54 A.M. Pacific Daylight Time, RMiller904@aol.com writes: The 4P I flew hours off of had a new performance engine, they put the wrong size bearings in it and at the owners expense and a LOT of time they had to re due the engine. The electronic ignition went out three times. I would stay as stock as you can. Ron _www.ronsflying.com_ (http://www.ronsflying.com/) In a message dated 7/13/2008 2:15:21 P.M. Eastern Daylight Time, pinetownd@volcano.net writes: Hi Valin and Allyson, I have an IO-550 EXP engine from Performance Engines with one Lightspeed Plasma III electronic ignition, one magneto with impulse coupling, 8.7:1 compression ratio pistons, and ram air. I'm have 150 hours on the engine. I've been very happy with the support from Performance Engines. The electronic ignition and the magneto have been completely trouble free. (This is pure speculation, but I wonder if the repeated problems a few have had with electronic ignition is related to installation issues; I've heard that they don't like too much heat?) I'm happy with my decision to go with one electronic ignition and one magneto and 8.7:1 compression ratio, but I might have been equally happy with two electronic ignitions or two magnetos and high compression pistons. I can make a good argument on both sides of this debate. If I were doing it again, I'd eliminate the ram air option and instead go with something like the system developed by Steve Colwell (search the LML for details). The ram air only gains you about an inch of manifold pressure, and some of that gain may be due to bypassing inefficient air flow through the diverter when the air filter is selected. Ram air may also cause problems running lean of peak. I'd also use Scott Alair's method of providing higher pressure air to the fuel injector vents. It's a low cost, light weight solution that seems to allow operating lean of peak when using ram air. (Search the LML) I installed Andair's gascolator and air/oil separator, and both have been trouble free. I used Barry rubber engine mounts (ACS part #94011-20) because the Lord mounts were out of stock when I ordered. At Lancair flyins, I noticed that most engines had sagged so that the prop spinner was lower than the cowl. As a result, I installed my engine a little high so that when it sagged, the prop spinner would line up with the cowl. Well, I'm still waiting for the engine to sag, which means I'm the only one at a flyin with the prop spinner higher than the cowl. I don't know if that is because of the Barry mounts instead of Lord mounts. (Actually, my engine has sagged some, perhaps half of what it needs for the spinner to line up with the cowl. Maybe it will be at the right height when it's time for overhaul?) Best, Dennis Johnson Legacy 150 hours, leaving for Alaska next Monday ____________________________________ Get the scoop on last night's hottest shows and the live music scene in your area - _Check out TourTracker.com_ (http://www.tourtracker.com/?NCID=aolmus00050000000112) ! **************Get the scoop on last night's hottest shows and the live music scene in your area - Check out TourTracker.com! (http://www.tourtracker.com?NCID=aolmus00050000000112) -------------------------------1216130115 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
I hear several of the gang talki= ng about=20 a system developed by Steve Colwel instead of ram air, what is it and how ca= n I=20 find out soon
Michael  IV-P
 
In a message dated 7/15/2008 4:51:54 A.M. Pacific Daylight Time,=20 RMiller904@aol.com writes:
<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>
The 4P I flew hours off of had a new performance engine, they put the= =20 wrong size bearings in it and at the owners expense and a LOT of time they= had=20 to re due the engine. The electronic ignition went out three times. I woul= d=20 stay as stock as you can.  Ron
 
www.ronsflying.com
 =20
 
In a message dated 7/13/2008 2:15:21 P.M. Eastern Daylight Time,=20 pinetownd@volcano.net writes:
Hi Valin and Allyson,
 
I have an IO-550 EXP engine from Performance Engines with one=20 Lightspeed Plasma III electronic ignition, one magneto with impulse=20 coupling, 8.7:1 compression ratio pistons, and ram air.  I'm have 1= 50=20 hours on the engine.
 
I've been very happy with the support from Performance Engines.&nbs= p;=20 The electronic ignition and the magneto have been completely trouble=20 free.  (This is pure speculation, but I wonder if the repeated=20 problems a few have had with electronic ignition is related to= =20 installation issues; I've heard that they don't like too much heat?)
 
I'm happy with my decision to go with one electronic ignition and o= ne=20 magneto and 8.7:1 compression ratio, but I might have been equally happy= =20 with two electronic ignitions or two magnetos and high compression=20 pistons.  I can make a good argument on both sides of this=20 debate.
 
If I were doing it again, I'd eliminate the ram air option and inst= ead=20 go with something like the system developed by Steve Colwell (search the= LML=20 for details).  The ram air only gains you about an inch of manifold= =20 pressure, and some of that gain may be due to bypassing inefficient= air=20 flow through the diverter when the air filter is selected.  Ram air= may=20 also cause problems running lean of peak.
 
I'd also use Scott Alair's method of providing higher pressure air=20= to=20 the fuel injector vents.  It's a low cost, light weight=20 solution that seems to allow operating lean of peak when using = ;ram=20 air.  (Search the LML)
 
I installed Andair's gascolator and air/oil separator, and both hav= e=20 been trouble free.
 
I used Barry rubber engine mounts (ACS part #94011-20) because the=20= Lord=20 mounts were out of stock when I ordered.  At Lancair flyins, I noti= ced=20 that most engines had sagged so that the prop spinner was lower than the= =20 cowl.  As a result, I installed my engine a little high s= o=20 that when it sagged, the prop spinner would line up with the cowl. = =20 Well, I'm still waiting for the engine to sag, which means I'm the only=20= one=20 at a flyin with the prop spinner higher than the cowl.  I don't kno= w if=20 that is because of the Barry mounts instead of Lord mounts.  (Actua= lly,=20 my engine has sagged some, perhaps half of what it needs for the=20 spinner to line up with the cowl.  Maybe it will be at the right he= ight=20 when it's time for overhaul?)
 
Best,
Dennis Johnson
Legacy 150 hours, leaving for Alaska next Monday 
 
  


Get the scoop on last night's hottest shows and the live music scene in yo= ur=20 area - Check out=20 TourTracker.com!


Get the scoop on last night's hottest shows and=20= the live music scene in your area - Check out TourTracker.com! -------------------------------1216130115--