X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 12 Jun 2013 12:17:42 -0400 Message-ID: X-Original-Return-Path: Received: from outbound-jr1.exchangedefender.com ([65.99.255.228] verified) by logan.com (CommuniGate Pro SMTP 6.0.5) with ESMTPS id 6321250 for lml@lancaironline.net; Wed, 12 Jun 2013 10:54:39 -0400 Received-SPF: pass receiver=logan.com; client-ip=65.99.255.228; envelope-from=cberland@systems3.net Received: from remote.systems3.net (wsip-98-172-79-178.ph.ph.cox.net [98.172.79.178]) by outbound-jr1.exchangedefender.com (8.13.8/8.13.8) with ESMTP id r5CEs1QT014824 (version=TLSv1/SSLv3 cipher=AES128-SHA bits=128 verify=OK) for ; Wed, 12 Jun 2013 10:54:02 -0400 Received: from S3SBS08SERVER.Systems3.local ([fe80::6077:364b:fa39:c71b]) by S3SBS08SERVER.Systems3.local ([fe80::6077:364b:fa39:c71b%10]) with mapi; Wed, 12 Jun 2013 07:54:02 -0700 From: Craig Berland X-Original-To: Lancair Mailing List X-Original-Date: Wed, 12 Jun 2013 07:54:01 -0700 Subject: [LML] EGT on runup Thread-Topic: [LML] EGT on runup Thread-Index: Ac5nckM7syJLroRdTrWu+/IqYm0h7gABsGqA X-Original-Message-ID: References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: acceptlanguage: en-US Content-Type: multipart/alternative; boundary="_000_D7A6B5700A0803448C27264F1F538736A27E3DF7F2S3SBS08SERVER_" MIME-Version: 1.0 X-ExchangeDefender-Info: Please contact the ISP for more information X-ExchangeDefender-VirusScan: Found to be clean X-ExchangeDefender-From: cberland@systems3.net X-ExchangeDefender-MagicKey: 1372258443.41375@jHSjSGqFgzCzptW0DvnBTQ X-Spam-Status: No --_000_D7A6B5700A0803448C27264F1F538736A27E3DF7F2S3SBS08SERVER_ Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable John, 1. I would set the EGT warning at 1650 degF. On a turbocharged engine= , the only exhaust gas temp to be concerned with is TIT however I have foun= d by setting my EGT to 1650 degF, I get an early warning of rising CHT's if= my EGT's are slightly high. I run LOP and it is an early reminder to lean= a little. I find this most relevant when flying at FL 220 and up. At full = rich you should be in the EGT 1200's range. 2. When doing a Mag check, make sure all EGT's rise when switching to= one mag and all EGT's drop when switching back to both mags. Don't worry = about the drop. If you want to do a robust mag check, do this while at cru= ise power. Caution...tell your wife what is about to happen before doing th= is. 3. The Lightspeed must be advancing the ignition timing at 1700 RPM o= therwise I would expect an EGT rise when selecting that source only. ?? Craig Berland N7VG Hello all, Hope you don't mind I may be a pain in the butt for a while. I'm breaking= in this new Barrett Precision Engines TSIO 550 and hope some of you won't= mind answering niggling questions that will come up as I go through the pr= ocess. I have about 6.5 hours on it now and the CHT's are coming down nice= ly. Still running full rich and cycling the power in cruise from about 33 = inches MAP down to 25" in gradual increments. Today I got to 12,500 and st= ayed there about an hour with CHT's never going to 400 and after the initia= l climb and level off, they stayed below 380. Previous flights, I could no= t seem to keep #3 below 400 above about 10,000 ft, even when powering back.= So it looks like the rings are seating well and break in is on track. I did notice one thing that I don't recall seeing before during engine run = up before takeoff. The EGT's all went to caution temps when I switched to = the MAG at 1700 RPM. The drop on the MAG has been a bit high - usually ove= r 100 RPM and inconsistent. Sometimes it could be 95 RPM and it has been a= s high as 145 RPM. Today I think it was close to the higher number. I h= ave the EGT caution warning go off at 1475. I know that's not particularly= high but it's the first time bitching Betty has gone ballistic six times i= n a row in short order like that. As expected there is no drop on the Ligh= tspeed ignition and the EGT's don't seem to change much when selecting only= that ignition source. Any thoughts on that? Regards, John Barrett, CEO --_000_D7A6B5700A0803448C27264F1F538736A27E3DF7F2S3SBS08SERVER_ Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

John,

 

1.       I would set the EGT warning at 1= 650 degF. On a turbocharged engine, the only exhaust gas temp to be concern= ed with is TIT however I have found by setting my EGT to 1650 degF, I get a= n early warning of rising CHT’s if my EGT’s are slightly high.&= nbsp; I run LOP and it is an early reminder to lean a little. I find this m= ost relevant when flying at FL 220 and up. At full rich you should be in th= e EGT 1200’s range.

<= span style=3D'color:#1F497D'>2.       When doing a Mag c= heck, make sure all EGT’s rise when switching to one mag and all EGT&= #8217;s drop when switching back to both mags.  Don’t worry abou= t the drop.  If you want to do a robust mag check, do this while at cr= uise power. Caution…tell your wife what is about to happen before doi= ng this.

3.       <= ![endif]>The Lightspeed must be advancing the= ignition timing at 1700 RPM otherwise I would expect an EGT rise when sele= cting that source only.  ??

=  

Craig Berland

N7VG

 

=

Hello all,

&nb= sp;

Hope you don’t mind I may be a pain= in the butt for a  while.  I’m breaking in this new Barret= t Precision Engines  TSIO 550 and hope some of you won’t mind an= swering niggling questions that will come up as I go through the process.&n= bsp; I have about 6.5 hours on it now and the CHT’s are coming down n= icely.  Still running full rich and cycling the power in cruise from a= bout 33 inches MAP down to 25” in gradual increments.  Today I g= ot to 12,500 and stayed there about an hour with CHT’s never going to= 400 and after the initial climb and level off, they stayed below 380. = ; Previous flights, I could not seem to keep #3 below 400 above about 10,00= 0 ft, even when powering back.  So it looks like the rings are seating= well and break in is on track.

&nb= sp;

I did notice one thing that I don’t= recall seeing before during engine run up before takeoff.  The EGT= 217;s all went to caution temps when I switched to the MAG at 1700 RPM.&nbs= p; The drop on the MAG has been a bit high – usually over 100 RPM and= inconsistent.  Sometimes it could be 95 RPM and it has been as high a= s 145 RPM.  Today I think   it was close to the higher numbe= r.  I have the EGT caution warning go off at 1475.  I know that&#= 8217;s not particularly high but it’s the first time bitching Betty h= as gone ballistic six times in a row in short order like that.  As exp= ected there is no drop on the Lightspeed ignition and the EGT’s don&#= 8217;t seem to change much when selecting only that ignition source.

 

Any = thoughts on that?

Regards,

John Barrett, CEO




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