X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 28 Feb 2014 09:32:48 -0500 Message-ID: X-Original-Return-Path: Received: from mail-qa0-f46.google.com ([209.85.216.46] verified) by logan.com (CommuniGate Pro SMTP 6.0.8) with ESMTPS id 6753632 for lml@lancaironline.net; Fri, 28 Feb 2014 08:49:00 -0500 Received-SPF: pass receiver=logan.com; client-ip=209.85.216.46; envelope-from=pjdmiller@gmail.com Received: by mail-qa0-f46.google.com with SMTP id i13so649140qae.33 for ; Fri, 28 Feb 2014 05:48:24 -0800 (PST) X-Received: by 10.140.46.74 with SMTP id j68mr3426721qga.71.1393595304669; Fri, 28 Feb 2014 05:48:24 -0800 (PST) X-Original-Return-Path: Received: from [10.255.251.232] (ool-8e366da5.static.optonline.net. [142.54.109.165]) by mx.google.com with ESMTPSA id i7sm5985999qan.0.2014.02.28.05.48.23 for (version=TLSv1 cipher=ECDHE-RSA-RC4-SHA bits=128/128); Fri, 28 Feb 2014 05:48:23 -0800 (PST) References: Mime-Version: 1.0 (1.0) In-Reply-To: Content-Type: multipart/alternative; boundary=Apple-Mail-8A9F3DCD-596A-40B4-B47A-61EDE513BD90 Content-Transfer-Encoding: 7bit X-Original-Message-Id: <06A63C16-C2C9-4C6A-A6BE-DE4CBF1BA23F@gmail.com> X-Original-Cc: "pennington@q.com" X-Mailer: iPad Mail (10B146) From: Paul Miller Subject: Re: [LML] Continental Engine Roughness X-Original-Date: Fri, 28 Feb 2014 08:48:22 -0500 X-Original-To: Lancair Mailing List --Apple-Mail-8A9F3DCD-596A-40B4-B47A-61EDE513BD90 Content-Type: text/plain; charset=utf-8 Content-Transfer-Encoding: quoted-printable An engine monitor log would be helpful in diagnosing the issue. The OP stat= es the internals of the 350 hour mags looking like 5000 hours throws a quest= ion about what went into the rebuilt engine. There should be tags for all th= e parts and work performed. Nowhere is it mentioned about a prop balance. T= he extensive list of checks point to something beyond ignition and fuel deli= very. I would also ask why cruising at 2200 versus something like 2300-2500= as that might add some info. Is there a lean test to look at and was there= a LOP mag check? Paul On 2014-02-27, at 22:27, Robert R Pastusek wrote: > Gentlemen, > I received the following email from Gary Pennington near Tucson, AZ (penni= ngton@q.com): =20 > =20 > Hello Bob > Thanks for responding.=20 > I built a Lancair ES. Airworthiness Certificate issued on Jan. 29, 2012. T= he engine is a Continental IO 550N out of a Cirrus SR22 that had a prop stri= ke at 350 hours. It was removed from the Cirrus by a shop in Ohio. > They supposedly tore it down, magna fluxed it, installed a new crank kit w= ith bearings, rings, honed the cylinders and did a valve job. I did not visu= ally inspect the work so I am taking their word for it. > Anyway, the engine ran fine for about 100 hours and then developed a sligh= t roughness. I removed the mags and disassembled them. The internal parts lo= oked like they had 5000 hours on them. I installed new parts, reinstalled an= d timed them to the engine. It ran better but not perfect, so, I removed the= m again and sent them to Aircraft Magneto Service in Washington State. They d= id a nice job. Afterwards, it ran great for about 200 hours, then the roughn= ess returned but this time a little different. On takeoff, it developed full= power, (2700 rpm), and was smooth, but when squaring at 25 and 2500, the ro= ughness began. Now, it is slightly rough at idle too. > =20 > I have tested for vacuum leaks. None found. I installed new Tempest plugs.= No change. I removed the intake runners and fuel injectors, cleaned and ins= pected them. No change. I calibrated the fuel injection system three times. N= o change. I removed the mags and disassembled them and installed new points.= No change. I removed the valve covers, rotated the prop and inspected the r= ockers and springs. All good. I flushed the fuel system. No change. I did an= other compression test. All good. I'm just bewildered. > =20 > When I fly on longer trips, I fly between 10000 and 12000, set MAP at 20",= RPM at 2200 and lean ROP. > =20 > If you have any ideas or suggestions, I would love it. > =20 > Thanks again Bob > Gary Pennington > 520-850-7527 >=20 > If anyone has any ideas on this, would you please post them back to the LM= L AND directly to Gary, at the email address above? We=E2=80=99re trying to= also recruit him to the LML and LOBO=E2=80=A6seems he=E2=80=99s never heard= of us. >=20 > Thanks, > Bob --Apple-Mail-8A9F3DCD-596A-40B4-B47A-61EDE513BD90 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
An engine monitor log would be helpful= in diagnosing the issue.  The OP states the internals of the 350 hour m= ags looking like 5000 hours throws a question about what went into the rebui= lt engine. There should be tags for all the parts and work performed.  = Nowhere is it mentioned about a prop balance. The extensive list of checks p= oint to something beyond ignition and fuel delivery.  I would also ask w= hy cruising at 2200 versus something like 2300-2500 as that might add some i= nfo.  Is there a lean test to look at and was there a LOP mag check?
Paul

On 2014-02-27, at 22:27, Robert R Pastusek <rpastusek@htii.com> wrote:

Gentlemen,

I received the following e= mail from Gary Pennington near Tucson, AZ (pennington@q.com):  

 

Hello Bob

Thanks for responding. 

I built a Lancair ES. Airworthiness Certificate iss= ued on Jan. 29, 2012. The engine is a Continental IO 550N out of a Cirrus SR22 that had a prop strike at 350 hours. It was removed from the C= irrus by a shop in Ohio.

They supposedly tore it down, magna fluxed it, inst= alled a new crank kit with bearings, rings, honed the cylinders and did a valve job. I did not visually inspect the work so I am taking the= ir word for it.

Anyway, the engine ran fine for about 100 hours and= then developed a slight roughness. I removed the mags and disassembled them. The internal parts= looked like they had 5000 hours on them. I installed new parts, reinstalled= and timed them to the engine. It ran better but not perfect, so, I removed t= hem again and sent them to Aircraft Magneto Service in Washington State. They did a nice job. Afterwards, it ra= n great for about 200 hours, then the roughness returned but this time a= little different. On takeoff, it developed full power, (2700 rpm), and was s= mooth, but when squaring at 25 and 2500, the roughness began. Now, it is slightly rough at idle too.

 

I have tested for vacuum leaks. None found. I insta= lled new Tempest plugs. No change. I removed the intake runners and fuel injectors, cleaned and inspected them. No change. I calibrated the= fuel injection system three times. No change. I removed the mags and disassembled them and installed new p= oints. No change. I removed the valve covers, rotated the prop and inspected= the rockers and springs. All good. I flushed the fuel system. No change. I d= id another compression test. All good. I'm just bewildered.

 

When I fly on longer trips, I fly between 10000 and= 12000, set MAP at 20", RPM at 2200 and lean ROP.

 

If you have any ideas or suggestions, I would love i= t.

 

Thanks again Bob

Gary Pennington

520-850-7527

If anyone has any id= eas on this, would you please post them back to the LML AND directly to Gary, at the email address above? = We=E2=80=99re trying to also recruit him to the LML and LOBO=E2=80=A6= seems he=E2=80=99s never heard of us.

Thanks,
Bob

= --Apple-Mail-8A9F3DCD-596A-40B4-B47A-61EDE513BD90--