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From: Robert R Pastusek <rpastusek@htii.com>
Subject: RE: [LML] A funny thing happened on short final!
Thread-Topic: [LML] A funny thing happened on short final!
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Tom,
I am not familiar with that engine, but it seems highly unlikely you could =
actually generate those EGTs within the engine at the likely power setting.=
 My bet is that you have something starting to fail on the engine data comp=
uter?

Bob

-----Original Message-----
From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of N200=
87
Sent: Monday, January 28, 2013 12:01 PM
To: lml@lancaironline.net
Subject: [LML] A funny thing happened on short final!

Folks

Yesterday I had quite a start on short final on the ILS into Dulles. My MFD=
 started to complain wildly about high EGTs. My high limit is set to 1525 w=
hich I never see in normal operations

All cylinders on my io360 were starting to exceed my red line and climbing =
rapidly.  I had my Dukes boost pump on, my facet belly pump on and pressure=
 was 28psi.  I switched tanks; no change.  Naturally I was thinking about w=
hat to do if the fan quits a half mile off the end.  Since I am writing thi=
s, it did not quit!  This is the first time I have seen anything like this =
in 200hrs on the airplane.

By the time I got to the FBO, almost 1.5 mile taxi, I ran the engine up eve=
ry which way, mag switch, low power high power etc and could not replicate =
the problem.  One thing I did notice however was that when I turned ON the =
Facet at low power (13-15 inches MAP) and with the boost pump on, the line =
pressure increased from 22psi to 28psi (no surprise there) but the indicate=
d flow rate went from about 5 gal/hr to less than 2 with some noticeable in=
crease in EGT.  That surprised me and I never noticed it before, mainly bec=
ause I never have only one of the pumps turned on at a time at takeoff and =
landing

I pulled the cowl and checked all was normal, no leaks etc. everything tigh=
t no ice in the inlet and so on and then buttoned it up and went about my b=
usiness. =20

Fast forward two hours, filed to get out of IAD, thorough engine runup, fli=
pped the Facet pump on and off, same behavior as before.  High power runup =
with all pumps, good fuel flow, pressure and    EGTs. Long taxi to runway, =
decided on another mag check, all good, so good to go.  Cleared for takeoff=
, takeoff run fuel flow good 19gph, temps good, rotate, on my way.=20

Approach to home airport 1hr later, did not run backup pump, uneventful app=
roach, temps normal


So after all this, i am none the wiser on what happened on my approach to I=
AD.  The only thing that was different from what I might have done in the p=
ast is that ATC asked me to hustle since I had a heavy in trail.  I was sli=
ding down the ils banister at 140kias until 3 miles out and it was shortly =
after that that things went pear shaped.  So I am thinking I had the thrott=
le nearer to idle than usual and the engine was likely being driven by the =
prop.  So is it a fuel servo problem where it is not regulating flow correc=
tly at the very low end with the front door almost shut.  I would have expe=
cted rich rather than the other way round but 4 high EGTs can't be wrong.  =
My servo is the standard Precision Airmotive RSA 5ad1 serviced 30hours ago =
by an authorized shop. =20

Sooo.. Anybody have a similar experience with their engine or thought on wh=
at might have caused the anomaly?

I am pulling the flight data out of the mfd tonight to see if there is anyt=
hing obvious there

Thanks=20

Tom
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