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 imr-db01.mx.aol.com ([205.188.91.95] verified) by logan.com (CommuniGate Pro SMTP 5.4.5) with ESMTP id 5610534 for lml@lancaironline.net; Wed, 20 Jun 2012 19:40:43 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.91.95; envelope-from=Sky2high@aol.com Received: from mtaomg-da01.r1000.mx.aol.com (mtaomg-da01.r1000.mx.aol.com [172.29.51.137]) by imr-db01.mx.aol.com (8.14.1/8.14.1) with ESMTP id q5KNe0F4015226 for ; Wed, 20 Jun 2012 19:40:00 -0400 Received: from core-mtd003c.r1000.mail.aol.com (core-mtd003.r1000.mail.aol.com [172.29.235.201]) by mtaomg-da01.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id 5432BE000082 for ; Wed, 20 Jun 2012 19:40:00 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <1dcf0.236d724d.3d13b950@aol.com> X-Original-Date: Wed, 20 Jun 2012 19:40:00 -0400 (EDT) Subject: Re: [LML] New TSIO 550-X break in - need suggestions X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_1dcf0.236d724d.3d13b950_boundary" X-Mailer: AOL 9.6 sub 168 X-Originating-IP: [67.175.156.123] x-aol-global-disposition: G X-AOL-SCOLL-SCORE: 0:2:250492448:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d33894fe25f5078c6 --part1_1dcf0.236d724d.3d13b950_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Bob, Newly overhauled aircraft engines run hot for 20,30, 40 hours (until broken in, non existent situation in the water cooled automotive world?). You cannot use GAMI logic until you run the GAMI lean test as this is a new experience. What are the oil temps and is that cooling right? Scott Krueger In a message dated 6/20/2012 6:16:02 P.M. Central Daylight Time, r.rickard@rcginc-us.com writes: 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 = --part1_1dcf0.236d724d.3d13b950_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Bob,
 
Newly overhauled aircraft engines run hot for 20,30, 40 hours (until b= roken=20 in, non existent situation in the water cooled automotive world?).  Yo= u=20 cannot use GAMI logic until you run the GAMI lean test as this is a new=20 experience.  What are the oil temps and is that cooling right?
 
Scott Krueger
 
In a message dated 6/20/2012 6:16:02 P.M. Central Daylight Time,=20 r.rickard@rcginc-us.com writes:
= IV-P non=20 turbine Fellow Pilots:=20

I recently received a rebuilt TSIO-550 from Barrett Precision Aircra= ft in=20 Tulsa.  Was quoted 9 weeks to overhaul, took 5 1/2 months (but that = is=20 another story).  The good news is that the motor is back in the airp= lane,=20 and looks and runs fantastic.  My problem is, its running hot inside= my=20 airplane.  The bottom line is - I am looking for suggestions on how = to=20 solve the problem described below- I have about 600 hours in my airplane = on=20 the previous engine, have taken the GAMI course, and run LOP cross-countr= y=20 almost exclusively.

Motor installed and test run.  Every effort to try and install= =20 exactly like it left - only exception is spark plug wires installed below= the=20 air tubes (they were on top before - I don't know why the mechanic put th= em=20 underneath). No problems with Cowl off.  
First flight - one pattern only - Max MAP was set too low, low fuel = flow=20 - fixed.
Next flight - 10 minutes - Cylinders 5 and 6 temps run away hot at 3= 8.5=20 MAP and 45gph.  Must retard throttle to less than 25gph (25ish MAP) = to=20 keep under control.
Third flight  - after checking baffling for hours and scratchin= g=20 head - same deal.  Fly for 1 hour full rich at low power settings.= =20  Motor very smooth and happy at low settings, but as soon as throttl= e=20 pushed in, cyl's 5 and 6 climb at about 1 degree per second - power alway= s=20 retarded not to exceed 390 and cool down in the 350-360 range before tryi= ng to=20 push up power again.
Fourth flight - today - a 2.3.  Takeoff WOT and full rich.=20  Can't get above 3000' agl before having to pull power for cal 5 and= 6.=20  Pull power to 25gph/25 MAP/Full rich and slowly climb to 10.5k MSL.= =20  Fly there for a while, cylinders all look great in the 340-350 rang= e.=20  After an hour, try full power climb, have to stop within 1500' of c= limb.=20  So then I leveled out, and set my typical speed cruise LOP mode to = try=20 something different - 34MAP, 2500 RPM, 18-19 gph.  Motor is very hap= py.=20  All EGT's normal (actually less than previous engine by almost 100 = deg),=20 CHT's all between 340-365.  I climb with this setting to 16.5 and cr= uise=20 for another hour, no problem.  Return to base, set full rich/2700 rp= m,=20 and land normally.  At retarded power settings in the pattern, motor= =20 stays cool and happy.

So what to look at?  New motor mounts make the engine sit notic= eably=20 lower in the cowl, and we are checking the rear baffling to make sure the= re is=20 a good seal, but would that affect the front 2 cylinders (5 and 6)?=20  Every other indication (including the other 4 cylinder temps) are= =20 totally normal.  Any other suggestions out there to look for?=20  

Appreciate your experience


Bob=20 Rickard

=3D
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