X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 12 Jun 2013 09:35:56 -0400 Message-ID: X-Original-Return-Path: Received: from mail-ea0-f171.google.com ([209.85.215.171] verified) by logan.com (CommuniGate Pro SMTP 6.0.5) with ESMTPS id 6320034 for lml@lancaironline.net; Tue, 11 Jun 2013 17:27:32 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.215.171; envelope-from=air.peter@googlemail.com Received: by mail-ea0-f171.google.com with SMTP id m14so6532278eaj.2 for ; Tue, 11 Jun 2013 14:26:57 -0700 (PDT) X-Received: by 10.15.64.12 with SMTP id n12mr2765723eex.142.1370986015351; Tue, 11 Jun 2013 14:26:55 -0700 (PDT) X-Original-Return-Path: Received: from DatixHP (cable-static-19-242.breitband.ch. [31.11.19.242]) by mx.google.com with ESMTPSA id c5sm32841832eeu.8.2013.06.11.14.26.53 for (version=TLSv1.2 cipher=RC4-SHA bits=128/128); Tue, 11 Jun 2013 14:26:54 -0700 (PDT) From: "peter Sokolowski" X-Original-To: "'Lancair Mailing List'" References: In-Reply-To: Subject: AW: [LML] Re: Groundtesting problems X-Original-Date: Tue, 11 Jun 2013 23:26:58 +0200 X-Original-Message-ID: <51b7961e.05150f0a.2be0.6ce1@mx.google.com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_00D0_01CE66FB.2C486710" X-Mailer: Microsoft Office Outlook 12.0 thread-index: Ac5mvc6FGxUvLX0OSZKNi32wp13hlAALDpRg Content-Language: de This is a multi-part message in MIME format. ------=_NextPart_000_00D0_01CE66FB.2C486710 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Steve, well I meant 2 times the runway - so all in all 4. I believe I could go for a new one at 8 times... Peter Sokolowski, D-EPSO, 360 MKII Von: Lancair Mailing List [mailto:lml@lancaironline.net] Im Auftrag von steve Gesendet: Dienstag, 11. Juni 2013 18:07 An: lml@lancaironline.net Betreff: [LML] Re: Groundtesting problems 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 during break-in (flight). Doing so can glaze the cylinders and risk ring damage resulting 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 -----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, 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 ------=_NextPart_000_00D0_01CE66FB.2C486710 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Steve,

 

well I meant 2 times the runway – so all in all 4. I believe I = could go for a new one at 8 times…..

 

Peter Sokolowski, D-EPSO, 360 MKII

 

Von:<= /b> = Lancair Mailing List [mailto:lml@lancaironline.net] Im Auftrag von = steve
Gesendet: Dienstag, 11. Juni 2013 = 18:07
An: lml@lancaironline.net
Betreff: [LML] Re: = Groundtesting problems

 

A= dding 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 = during break-in (flight). Doing so can glaze the cylinders = and risk  ring damage resulting 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.

&= nbsp;

S= teve Alderman   N25SA  = 360

&= nbsp;

-= ----Original Message-----
From: Sky2high <<= a href=3D"mailto:Sky2high@aol.com">Sky2high@aol.com&= gt;
To: lml <<= a href=3D"mailto:lml@lancaironline.net">lml@lancaironline.net&= gt;
Sent: Tue, Jun 11, 2013 7:47 am
Subject: [LML] Re: = Groundtesting problems

P= eter,

&= nbsp;

3= 00 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.

&= nbsp;

T= here 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?

&= nbsp;

G= rayhawk

&= nbsp;

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

H= ello 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


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