Message-ID: <379AAA98.AEA1CA18@gateway.net>
Date: Sat, 24 Jul 1999 23:11:36 -0700
From: dfs <dfs@gateway.net>
To: Lancair List <lancair.list@olsusa.com>
Subject: Mike Holland's last post
Mime-Version: 1.0

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Dang! Mike, it's good to see your name in the posts again! I was
beginning to think something or someone in Angola had done you in.

Regarding the CHT's you've been seeing, as long as you don't exceed the
factory's published max for that engine, you should be fine. In fact,
running CHT's too low is a sure way to need some top-end work long
before TBO. Almost all modern (HA!) Lycoming and Continental engines are
(or should) have a measureable taper in the upper part of the cylinders,
referred to as "choke". Very briefly, the amount of choke for a given
engine and cylinder is supposed to be about the amount that the upper
end of the cylinder expands due to heating (read: cylinder head
temperature - CHT) to make it exhibit parallel walls. Run 'em too cool,
such that they don't expand as designed, and it doesn't take long at all
for the rings to wipe out the choke. In that case, there goes the ring
to cylinder wall sealing, compression, blow-by, etc., etc., with all the
nasty things that accompany same.

Bottom line: run 'em hot but stay slightly (and always) below Lyc's
stated max.

Look forward to seeing you in Redmond as I'm now only 2 hours away. Will
your Dad be coming this year? Hope so, but in any case, the beer's on
me! (Yes, we can get Newcastle Ale over here!)

Dan Schaefer
N235SP (flying again)
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LML homepage:   http://www.olsusa.com/Users/Mkaye/maillist.html