X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 21 Jun 2012 13:07:35 -0400 Message-ID: X-Original-Return-Path: Received: from elasmtp-curtail.atl.sa.earthlink.net ([209.86.89.64] verified) by logan.com (CommuniGate Pro SMTP 5.4.5) with ESMTP id 5610732 for lml@lancaironline.net; Wed, 20 Jun 2012 23:54:33 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.64; envelope-from=colyncase@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=oBKCLhWPUCJHX3fo/MAr1oKIM5q4l0X2YXNB34HN2UrVuYSmEIWAGyQ1Xc+jyBID; h=Received:From:Mime-Version:Content-Type:Subject:Date:In-Reply-To:To:References:Message-Id:X-Mailer:X-ELNK-Trace:X-Originating-IP; Received: from [70.105.247.254] (helo=[192.168.1.24]) by elasmtp-curtail.atl.sa.earthlink.net with esmtpa (Exim 4.67) (envelope-from ) id 1ShYT0-00069v-Vw for lml@lancaironline.net; Wed, 20 Jun 2012 23:53:59 -0400 From: Colyn Case Mime-Version: 1.0 (Apple Message framework v1084) Content-Type: multipart/alternative; boundary=Apple-Mail-249--981097741 Subject: Re: [LML] New TSIO 550-X break in - need suggestions X-Original-Date: Wed, 20 Jun 2012 23:53:58 -0400 In-Reply-To: X-Original-To: "Lancair Mailing List" References: X-Original-Message-Id: <4BCC8722-438B-484C-9913-F9ABE3C386A4@earthlink.net> X-Mailer: Apple Mail (2.1084) X-ELNK-Trace: 63d5d3452847f8b1d6dd28457998182d7e972de0d01da940e9521448049e71fe07a5d32c1a6a4a1a350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 70.105.247.254 --Apple-Mail-249--981097741 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=us-ascii Bob, If it were me I would ask to talk to Monty Barrett. Besides knowing the = engine he knows the IVP installation and all the cooling mods George = Braly came up with. 2nd, better to get this resolved than cruise around at lower power = settings, for engine breakin reasons. You want high pressure on the = rings normally. Stabs in the dark: - 1 degree per second is huge. it strikes me as more about the = combustion event than the cooling. Have you ruled out: ignition = system, ignition timing, spark plugs, helicoils (or other things that = glow), local fuel flow. =20 - did you do a GAMI lean test? If there is a local fuel flow problem it = would show up as no peak or peak at a very different flow relative to = the other cylinders. - did you look at the egt/cht log relative to your power setting = changes? - did you calibrate your mp transducer? =20 - If you have thorough pics of the old installation I would go over them = carefully and look for differences in the baffle fit and and airflow. - cyl #5 you need the little hole in the front baffle with the hat on it = to line up with the flat spot on the cylinder so you get cool air around = and under the cylinder. - all cylinders including 5,6 need little air guides underneath to force = the air through the lower fins. If any of those didn't get put back = where they came from, that would cause a problem. - I would be suspicious about what had to change in order to reroute the = spark plug wires. Are they blocking air flow underneath the cylinders? = Did they open a hole in the baffle? - speaking of: the front cylinders don't get any flow if there is a big = leak at the back. - The total pressure above the engine could be compromised by leaks = around the spinner, especially if the engine doesn't fit into the cowl = the way it used to. - did you change anything that would affect the exit flow from the cowl? =20 On Jun 20, 2012, at 7:15 PM, Bob Rickard wrote: IV-P non turbine Fellow Pilots: I recently received a rebuilt TSIO-550 from Barrett Precision Aircraft = in Tulsa. Was quoted 9 weeks to overhaul, took 5 1/2 months (but that = is another story). The good news is that the motor is back in the = airplane, and looks and runs fantastic. My problem is, its running hot = inside my airplane. The bottom line is - I am looking for suggestions = on how to solve the problem described below- I have about 600 hours in = my airplane on the previous engine, have taken the GAMI course, and run = LOP cross-country almost exclusively. Motor installed and test run. Every effort to try and install exactly = like it left - only exception is spark plug wires installed below the = air tubes (they were on top before - I don't know why the mechanic put = them underneath). No problems with Cowl off. =20 First flight - one pattern only - Max MAP was set too low, low fuel flow = - fixed. Next flight - 10 minutes - Cylinders 5 and 6 temps run away hot at 38.5 = MAP and 45gph. Must retard throttle to less than 25gph (25ish MAP) to = keep under control. Third flight - after checking baffling for hours and scratching head - = same deal. Fly for 1 hour full rich at low power settings. Motor very = smooth and happy at low settings, but as soon as throttle pushed in, = cyl's 5 and 6 climb at about 1 degree per second - power always retarded = not to exceed 390 and cool down in the 350-360 range before trying to = push up power again. Fourth flight - today - a 2.3. Takeoff WOT and full rich. Can't get = above 3000' agl before having to pull power for cal 5 and 6. Pull power = to 25gph/25 MAP/Full rich and slowly climb to 10.5k MSL. Fly there for = a while, cylinders all look great in the 340-350 range. After an hour, = try full power climb, have to stop within 1500' of climb. So then I = leveled out, and set my typical speed cruise LOP mode to try something = different - 34MAP, 2500 RPM, 18-19 gph. Motor is very happy. All EGT's = normal (actually less than previous engine by almost 100 deg), CHT's all = between 340-365. I climb with this setting to 16.5 and cruise for = another hour, no problem. Return to base, set full rich/2700 rpm, and = land normally. At retarded power settings in the pattern, motor stays = cool and happy. So what to look at? New motor mounts make the engine sit noticeably = lower in the cowl, and we are checking the rear baffling to make sure = there is a good seal, but would that affect the front 2 cylinders (5 and = 6)? Every other indication (including the other 4 cylinder temps) are = totally normal. Any other suggestions out there to look for? =20 Appreciate your experience Bob Rickard --Apple-Mail-249--981097741 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=us-ascii
IV-P non turbine Fellow = Pilots:

I recently received a rebuilt TSIO-550 from = Barrett Precision Aircraft in Tulsa.  Was quoted 9 weeks to = overhaul, took 5 1/2 months (but that is another story).  The good = news is that the motor is back in the airplane, and looks and runs = fantastic.  My problem is, its running hot inside my airplane. =  The bottom line is - I am looking for suggestions on how to solve = the problem described below- I have about 600 hours in my airplane on = the previous engine, have taken the GAMI course, and run LOP = cross-country almost exclusively.

Motor = installed and test run.  Every effort to try and install exactly = like it left - only exception is spark plug wires installed below the = air tubes (they were on top before - I don't know why the mechanic put = them underneath). No problems with Cowl off.  
First = flight - one pattern only - Max MAP was set too low, low fuel flow - = fixed.
Next flight - 10 minutes - Cylinders 5 and 6 temps run = away hot at 38.5 MAP and 45gph.  Must retard throttle to less than = 25gph (25ish MAP) to keep under control.
Third flight  - = after checking baffling for hours and scratching head - same deal. =  Fly for 1 hour full rich at low power settings.  Motor very = smooth and happy at low settings, but as soon as throttle pushed in, = cyl's 5 and 6 climb at about 1 degree per second - power always retarded = not to exceed 390 and cool down in the 350-360 range before trying to = push up power again.
Fourth flight - today - a 2.3. =  Takeoff WOT and full rich.  Can't get above 3000' agl before = having to pull power for cal 5 and 6.  Pull power to 25gph/25 = MAP/Full rich and slowly climb to 10.5k MSL.  Fly there for a = while, cylinders all look great in the 340-350 range.  After an = hour, try full power climb, have to stop within 1500' of climb.  So = then I leveled out, and set my typical speed cruise LOP mode to try = something different - 34MAP, 2500 RPM, 18-19 gph.  Motor is very = happy.  All EGT's normal (actually less than previous engine by = almost 100 deg), CHT's all between 340-365.  I climb with this = setting to 16.5 and cruise for another hour, no problem.  Return to = base, set full rich/2700 rpm, and land normally.  At retarded power = settings in the pattern, motor stays cool and = happy.

So what to look at?  New motor = mounts make the engine sit noticeably lower in the cowl, and we are = checking the rear baffling to make sure there is a good seal, but would = that affect the front 2 cylinders (5 and 6)?  Every other = indication (including the other 4 cylinder temps) are totally normal. =  Any other suggestions out there to look for? =  

Appreciate your = experience


Bob = Rickard


= --Apple-Mail-249--981097741--