X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from omr-d07.mx.aol.com ([205.188.109.204] verified) by logan.com (CommuniGate Pro SMTP 6.0.5) with ESMTP id 6318868 for lml@lancaironline.net; Tue, 11 Jun 2013 09:47:16 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.109.204; envelope-from=Sky2high@aol.com Received: from mtaomg-ma02.r1000.mx.aol.com (mtaomg-ma02.r1000.mx.aol.com [172.29.41.9]) by omr-d07.mx.aol.com (Outbound Mail Relay) with ESMTP id 3084C7006A65A for ; Tue, 11 Jun 2013 09:46:44 -0400 (EDT) Received: from core-mta001b.r1000.mail.aol.com (core-mta001.r1000.mail.aol.com [172.29.234.129]) by mtaomg-ma02.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id B85F0E000086 for ; Tue, 11 Jun 2013 09:46:43 -0400 (EDT) From: Sky2high@aol.com Full-name: Sky2high Message-ID: <5063d.2f86fb39.3ee88443@aol.com> Date: Tue, 11 Jun 2013 09:46:43 -0400 (EDT) Subject: Re: [LML] Groundtesting problems To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_5063d.2f86fb39.3ee88443_boundary" X-Mailer: AOL 9.6 sub 168 X-Originating-IP: [67.175.156.123] x-aol-global-disposition: G DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=mx.aol.com; s=20121107; t=1370958404; bh=adwLHKOrardx0NNrxv7tqG9iPXC2e+wWnzolwFsefls=; h=From:To:Subject:Message-ID:Date:MIME-Version:Content-Type; b=HgD5gUe5vetUc2XsQrGQnEu755z4ziVexk6BaT6wbLmBI+F91my8U3Fpo2PwXChPt nIlHRG2HtXAB+8yoM+1Q/LCOF+JjZQXANr73QPFfwDpsuyUjRAnmzqC4ue2VvGVO4Z 2/jwb6rmZpvQf5KkDs2AZ0bgDKN9FFmW9KoYe7dA= X-AOL-SCOLL-SCORE: 0:2:460650688:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d290951b72a4312ab --part1_5063d.2f86fb39.3ee88443_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Peter, 300 series Lancairs have a very strong left turning tendency (P-factor, weather vaning, etc.). Even the engine mount has the engine canted to the right to compensate. The small rudder does not have much effect below 40 KIAS. Yes, you must tap the right brake often on a take off roll when below 40 KIAS and power must be applied slowly until enough speed is gained for the rudder to be of some help. It is useful to lighten the load on the nose gear as you speed up. There is not much cooling at the lower speeds used in taxi tests. Also, new engines generate more heat from internal friction before break-in. I don't have enough information to comment on your cooling system, but 200F (about 100C) oil temps and close to 400F (about 200C) cyl head temps are not that surprising depending on conditions of hi power, slow speed tests. Have you checked engine timing? Grayhawk In a message dated 6/11/2013 6:37:46 A.M. Central Daylight Time, air.peter@googlemail.com writes: Hello friends, I am in the pre-first-flight phase and suffer some problems. I would appreciate valuable hints to the following issues: - being on the runway and pushing the throttle forward I have to constantly brake on the right side not to leave the runway. Is that "normal" or up to which extend is the latter tolerable ? - I have my oil-cooler in front of Zylinder 2 facing downwards. I have a plenum to seal the incoming air. I placed a small cover over the cooler to guide the air downwards for cooling purposes. The remaining air is going the Zylinders 2 and 4. Unfortunately CHTs are still very high (>200 C) and oil-temperature is after going the runway 4 times up and down (1,5 Km) more than 100 C. This is definitely to much. Outside temps are appr. 13 C. What I am doing wrong? Any experience with forward placed coolers ? Recommendations ? Thanks a lot in advance, Peter LNC 360 MKII, O360 F1A6, D-EPSO -- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html --part1_5063d.2f86fb39.3ee88443_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Peter,

300 series Lancairs have a very strong left turning tendency (P-factor= ,=20 weather vaning, etc.). Even the engine mount has the engine canted to= the=20 right to compensate. The small rudder does not have much effect = below=20 40 KIAS. Yes, you must tap the right brake often on a take off roll w= hen=20 below 40 KIAS and power must be applied slowly until enough speed is gained= for=20 the rudder to be of some help. It is useful to lighten the load on th= e=20 nose gear as you speed up.

There is not much cooling at the lower speeds used in taxi tests. = ;=20 Also, new engines generate more heat from internal friction before=20 break-in. I don't have enough information to comment on your cooling= =20 system, but 200F (about 100C) oil temps and close to 400F (about 200C) cyl = head=20 temps are not that surprising depending on conditions of hi power, slo= w=20 speed tests. Have you checked engine timing?

Grayhawk

In a message dated 6/11/2013 6:37:46 A.M. Central Daylight Time,=20 air.peter@googlemail.com writes:

= Hello=20 friends,

I am in the pre-first-flight phase and suffer some proble= ms. I=20 would
appreciate valuable hints to the following issues:

- bein= g on=20 the runway and pushing the throttle forward I have to constantly
brake= on=20 the right side not to leave the runway. Is that "normal" or up to
whic= h=20 extend is the latter tolerable ?
- I have my oil-cooler in front of=20 Zylinder 2 facing downwards. I have a
plenum to seal the incoming air.= I=20 placed a small cover over the cooler to
guide the air downwards for co= oling=20 purposes. The remaining air is going the
Zylinders 2 and 4. Unfortunat= ely=20 CHTs are still very high (>200 C) and
oil-temperature is after goin= g the=20 runway 4 times up and down (1,5 Km) more
than 100 C. This is definitel= y to=20 much. Outside temps are appr. 13 C. What I
am doing wrong? Any experie= nce=20 with forward placed coolers ? Recommendations
?

Thanks a lot in= =20 advance,

Peter
LNC 360 MKII, O360 F1A6, D-EPSO

--For=20 archives and unsub=20 http://mail.lancaironline.net:81/lists/lml/List.html

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