lml@lancaironline.net Mailing List Archive

An engine monitor log would be helpful in diagnosing the issue. The OP states the internals of the 350 hour mags looking like 5000 hours throws a question about what went into the rebuilt 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 point to something beyond ignition and fuel delivery. 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 <rpastusek@htii.com> wrote:

Gentlemen,

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

Hello Bob

Thanks for responding.

I built a Lancair ES. Airworthiness Certificate issued 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 Cirrus by a shop in Ohio.

They supposedly tore it down, magna fluxed it, installed 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 their 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 them again and sent them to Aircraft Magneto Service in Washington State. They did a nice job. Afterwards, it ran 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 smooth, 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 installed 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 points. 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 did 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 it.

Thanks again Bob

Gary Pennington

520-850-7527

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

Thanks,
Bob