X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 28 Feb 2014 10:26:03 -0500 Message-ID: X-Original-Return-Path: Received: from mout.gmx.net ([74.208.4.201] verified) by logan.com (CommuniGate Pro SMTP 6.0.8) with ESMTPS id 6753739 for lml@lancaironline.net; Fri, 28 Feb 2014 09:58:06 -0500 Received-SPF: none receiver=logan.com; client-ip=74.208.4.201; envelope-from=cfi@instructor.net Received: from [10.0.1.10] ([50.188.195.35]) by mail.gmx.com (mrgmxus001) with ESMTPSA (Nemesis) id 0MOwrZ-1WGwZB1eER-006RPr for ; Fri, 28 Feb 2014 15:57:30 +0100 Subject: Re: [LML] Continental Engine Roughness References: From: Ron Galbraith Content-Type: multipart/alternative; boundary=Apple-Mail-85673D36-EBF3-4B94-A84E-5083C2B2D9EF X-Mailer: iPhone Mail (11B554a) In-Reply-To: X-Original-Message-Id: <4522CAF9-8663-42EC-BA96-3804A003F14E@instructor.net> X-Original-Date: Fri, 28 Feb 2014 09:57:28 -0500 X-Original-To: Lancair Mailing List Content-Transfer-Encoding: 7bit Mime-Version: 1.0 (1.0) X-Provags-ID: V03:K0:pT+eiOu83UBngWF+0lWSeDpfzyKIlCQe+S8swmxi5Lq8C4eyuCc Px4VuQUi+v/d7Q7yepGyNffgY90jQWnCLel7fAj4CFJf+V4FmSvZG1Jzd/grt2wGshq3f6r 4QlgofI+ZgUIigYha+uSZMahwprfVSsYH++zxc/l+DNJF2e62EGlpWXBH7/R+qIu0qKvNc8 qp2w9E1fHqbHJS7w533+g== --Apple-Mail-85673D36-EBF3-4B94-A84E-5083C2B2D9EF Content-Type: text/plain; charset=utf-8 Content-Transfer-Encoding: quoted-printable Sounds like a possible ignition harness issue. Doing a mag check in flight w= ill eliminate that possibility. Has the prop been dynamically balanced? Ron Sent from my iPhone > On Feb 27, 2014, at 10:27 PM, Robert R Pastusek wrote= : >=20 > 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-85673D36-EBF3-4B94-A84E-5083C2B2D9EF Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
Sounds like a possible ignition harnes= s issue.  Doing a mag check in flight will eliminate that possibility. &= nbsp; Has the prop been dynamically balanced?

Ron
Sent from my iPhone

On Feb 27, 2014, at 10:27 PM, 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-85673D36-EBF3-4B94-A84E-5083C2B2D9EF--