Sender: <marv@lancaironline.net>
To:  lml@lancaironline.net
Date: Thu, 12 Sep 2013 01:56:24 -0400
Message-ID: <redirect-6471753@logan.com>
Received-SPF: pass
 receiver=logan.com; client-ip=64.12.222.129; envelope-from=vtailjeff@aol.com
References: <list-6461038@logan.com>
In-Reply-To: <list-6461038@logan.com>
Mime-Version: 1.0 (1.0)
Content-Type: text/plain;
	charset=us-ascii
Content-Transfer-Encoding: quoted-printable
From: Jeff Edwards <vtailjeff@aol.com>
Subject: Re: [LML] Re: Teardown and check TSIO550?

Do you have any engine data from your EFIS?

AvSafe=20
Jeff Edwards
314.308.6719 mobile
636.532.5638 office
Jeff.edwards@avsafe.com

On Sep 9, 2013, at 5:46 PM, Lancair-ESP <lancair-esp@ustek.com> wrote:

> Bob,
>=20
> There are only 375 hrs on the engine during which time I had not a spec of=
 problem except for one cracked cylinder seat (Performance replaced the cyli=
nder at NC). =20
>=20
> I take off with the aux pump on, and I have tested the aux and know it is w=
orking.  Not surging, but power seems reduced. =20
>=20
> Prof. Klaus has offer a couple suggestions and I will have him check the E=
I before I do anything truly expensive.  Thanks for the note about "idle" fo=
r restart.  Changing shorts in flight is a hassle. =20
>=20
> Robert
> ES-P N301ES
>=20
> -----Original Message-----
> From: Robert R Pastusek [mailto:rpastusek@htii.com]=20
> Sent: Monday, September 9, 2013 1:04 PM
> To: Lancair Mailing List
> Subject: RE: [LML] Teardown and check TSIO550?
>=20
> Robert,
>=20
> You did not say how much time you had on your engine, but if it's not yet t=
o recommended overhaul--which you imply by suggesting an inspection rather t=
han an overhaul, AND the temps/oil pressure are normal,  I'd look for the ca=
use of roughness. =20
>=20
> The first suspect for me would be the magnetos, and after that, the rest o=
f the ignition system. Then the fuel system. Problems with either will cause=
 variations in the CHT/EGT/TITs, but they might be subtle. The ignition syst=
em is more highly loaded/stressed during high power climbs; if the mags, spa=
rk plugs or wiring are breaking down under this load, any of these component=
s will cause the engine to run rough, and it should be a "steady" roughness.=
 An in-flight mag check during roughness will isolate this quickly, but be c=
areful. If the engine quits during this check, you need to pull the throttle=
 to idle before turning the mags back to both. Not doing so will cause a ver=
y loud bang, and could damage the engine/turbos/exhaust system.
>=20
> If the engine "surges" rather than exhibits steady roughness, suspect the f=
uel system. Turning the boost pump on low, if it's not already on, should he=
lp isolate a fuel issue. If it is on, try high boost...but you may need to l=
ean the mixture to keep the engine running.
>=20
> I don't want to discourage you from finding/correcting the problem...and f=
errying it around to different shops with a known problem is just not smart!=
 There are things that warrant teardown and inspect/overhaul. What you descr=
ibe, given that I am not there/don't have specifics, suggests some good loca=
l troubleshooting before tearing the engine apart however...
>=20
> My two cents.
>=20
> Bob
>=20
>=20
> My engine started to run rough on climb out, cleared up, and ran rough aga=
in. =20
> All the inflight temps and flows were completely in line with previous fli=
ghts.
> Ran a new conditional and found nothing amiss.  Compressions good, plugs c=
lean, oil filter had no metallic. =20
> Ferried it to Kelly Aerospace for work on the A/C and de-ice (mice in the w=
ing!) and the 45 minute flight was uneventful.
> However when Kelly flight tested the plane it seemed sluggish and it ran r=
ough again.
>=20
> Thinking about a tear down and inspection but not expecting a complete reb=
uild. =20
> Anyone recommended who could be within 1 hr or so of central Ohio?
>=20
>=20
>=20
> --
> For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.htm=
l