X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 11 Jun 2013 12:07:26 -0400 Message-ID: X-Original-Return-Path: Received: from omr-d05.mx.aol.com ([205.188.109.202] verified) by logan.com (CommuniGate Pro SMTP 6.0.5) with ESMTP id 6319030 for lml@lancaironline.net; Tue, 11 Jun 2013 10:40:18 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.109.202; envelope-from=n5276j@aol.com Received: from mtaomg-mb05.r1000.mx.aol.com (mtaomg-mb05.r1000.mx.aol.com [172.29.41.76]) by omr-d05.mx.aol.com (Outbound Mail Relay) with ESMTP id 65198700480E7 for ; Tue, 11 Jun 2013 10:39:38 -0400 (EDT) Received: from core-mlb005b.r1000.mail.aol.com (core-mlb005.r1000.mail.aol.com [172.29.186.147]) by mtaomg-mb05.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id 2EC7FE000085 for ; Tue, 11 Jun 2013 10:39:38 -0400 (EDT) References: X-Original-To: lml@lancaironline.net Subject: Re: [LML] Re: Groundtesting problems In-Reply-To: X-MB-Message-Source: WebUI MIME-Version: 1.0 From: steve X-MB-Message-Type: User Content-Type: multipart/alternative; boundary="--------MB_8D034C8A239177F_E74_C3A12_webmail-vd011.sysops.aol.com" X-Mailer: AOL Webmail 37776-STANDARD Received: from 70.193.194.7 by webmail-vd011.sysops.aol.com (205.188.21.125) with HTTP (WebMailUI); Tue, 11 Jun 2013 10:39:37 -0400 X-Original-Message-Id: <8D034C8A22D30BD-E74-3A70D@webmail-vd011.sysops.aol.com> X-Originating-IP: [70.193.194.7] X-Original-Date: Tue, 11 Jun 2013 10:39:38 -0400 (EDT) x-aol-global-disposition: G X-AOL-SCOLL-SCORE: 0:2:495957280:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d294c51b736aa6eb6 This is a multi-part message in MIME format. ----------MB_8D034C8A239177F_E74_C3A12_webmail-vd011.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset="us-ascii" Adding to Grayhawk comments, If you have a new or rebuild engine it is ver= y important not to exceed 400 on the cylinders before (taxi) or during brea= k-in (flight). Doing so can glaze the cylinders and risk ring damage resul= ting in high oil burn and blow-by. This advice comes straight from Kenny of= LYCON ENGINES a well know high performance engine rebuilder in California.= Taxi test should be ended when the temps approach those limits and resume = after it has cooled. Outside air temp of 13 c is about 55f which is pretty= cool, Not sure if I could do 4 high speed taxi tests without overheating= . No way if you did them both ways as mention up and down which would be 8 = runs. Steve Alderman N25SA 360 =20 -----Original Message----- From: Sky2high To: lml Sent: Tue, Jun 11, 2013 7:47 am Subject: [LML] Re: Groundtesting problems Peter, =20 300 series Lancairs have a very strong left turning tendency (P-factor, wea= ther vaning, etc.). Even the engine mount has the engine canted to the rig= ht 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 g= ear as you speed up. =20 There is not much cooling at the lower speeds used in taxi tests. Also, ne= w engines generate more heat from internal friction before break-in. I don= 't have enough information to comment on your cooling system, but 200F (abo= ut 100C) oil temps and close to 400F (about 200C) cyl head temps are not th= at surprising depending on conditions of hi power, slow speed tests. Have = you checked engine timing? =20 Grayhawk =20 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 constant= ly brake on the right side not to leave the runway. Is that "normal" or up t= o 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 t= o 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) mo= re than 100 C. This is definitely to much. Outside temps are appr. 13 C. Wha= t I am doing wrong? Any experience with forward placed coolers ? Recommendati= ons ? 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 ----------MB_8D034C8A239177F_E74_C3A12_webmail-vd011.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset="us-ascii"
Adding to Grayhawk comments,  If you have a new or rebuild engine= it is very important not to exceed 400 on the cylinders before (taxi) or d= uring break-in (flight). Doing so can glaze the cylinders and ris= k  ring damage resulting in high oil burn and blow-by. This advice com= es straight from Kenny of LYCON ENGINES a well know high performance e= ngine rebuilder in California. Taxi test should be ended when the temps app= roach those limits and resume after it has cooled.  Outside air temp o= f 13 c is about 55f which is pretty cool,  Not sure if I could do 4&nb= sp; high speed taxi tests without overheating. No way if you did them both = ways as mention up and down which would be 8 runs.
 
Steve Alderman   N25SA  360
 
-----Original Message-----
From: Sky2high <Sky2high@aol.com>
To: lml <lml@lancaironline.net>
Sent: Tue, Jun 11, 2013 7:47 am
Subject: [LML] Re: Groundtesting problems

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 wr= ites:
= Hello=20 friends,

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

- being 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
which=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 cooling=20 purposes. The remaining air is going the
Zylinders 2 and 4. Unfortunately=20 CHTs are still very high (>200 C) and
oil-temperature is after going the=20 runway 4 times up and down (1,5 Km) more
than 100 C. This is definitely to=20 much. Outside temps are appr. 13 C. What I
am doing wrong? Any experience=20 with forward placed coolers ? Recommendations
?

Thanks a lot in=20 advance,

Peter
LNC 360 MKII, O360 F1A6, D-EPSO


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