Sender: <marv@lancaironline.net>
To:  lml@lancaironline.net
Date: Thu, 07 Aug 2014 09:09:00 -0400
Message-ID: <redirect-7082502@logan.com>
Received-SPF: error
 receiver=logan.com; client-ip=66.18.11.40; envelope-from=chris@airfours.com
From: Chris Jones <chris@airfours.com>
Subject: RE: [LML] Re: High CHTs on #2, TSIO 550
Thread-Topic: [LML] Re: High CHTs on #2, TSIO 550
Thread-Index: Ac+yMegMNQUqJRooRXCPcNd7guYYUgADNO0Q
References: <list-7082336@logan.com>
In-Reply-To: <list-7082336@logan.com>
Accept-Language: en-US
Content-Language: en-US
acceptlanguage: en-US
Content-Type: text/plain; charset="us-ascii"
Content-Transfer-Encoding: quoted-printable
MIME-Version: 1.0

Please feel free to give me a call on this issue. We have dealt with this i=
ssue a number of times and I can guide you in the right direction as to the=
 fix and the modification that was also stated in the last post. My cell is=
 817-983-5939.

Chris Jones
Shop Manager
AirFours LLC.
Office: 817-439-1550
Mobile: 817-983-5939

-----Original Message-----
From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Jay =
Phillips
Sent: Thursday, August 07, 2014 6:28 AM
To: Lancair Mailing List
Subject: [LML] Re: High CHTs on #2, TSIO 550

Thomas,

I had a similar problem when I first bought my IV-P - #2 ran hot during cli=
mb, and I could alleviate it a bit by partially closing the oil cooler door=
.

The back side of the #2 cylinder is right up against the forward side of th=
e oil cooler. It doesn't leave much room for airflow. I had a modification =
installed (don't know what it is called, but any shop knowledgeable on IV-P=
's should know what it is) that added some concavity to the front side of t=
he oil cooler, providing more room for airflow around the back of the #2 cy=
linder.

In my case, at the same time we discovered I had a burned exhaust valve on =
the #2 cylinder. Whether that was related or not I'll leave to the engine e=
xperts. We also changed the baffling around the prop hub to better control =
the airflow. After all was said and done (including an engine overhaul - di=
fferent problem) my #2 CHT now behaves and #'s 1,2, 5, and 6 are pretty clo=
se in CHT. #'s 3 and 4 are now my warmest. I still don't have it where I wa=
nt it but it is a lot better.

I think your IAS during climb is too low. Try using 165 or 175 IAS for clim=
b speed and see how that affects things. Using 165 I used to have to level =
off at about 13,000' to allow the airspeed to climb and provide cooling air=
 and time to bring my CHT back down. Once it was trending downwards I would=
 continue the climb.

You don't mention your MP during climb. I used to (and still do sometimes) =
used 31.5" during climb. One suggestion I received was to continue climbing=
 at WOT. That helped a lot although it uses a lot of fuel. I've also tried =
lowering power to somewhere between 27.5" - 29.5" - that also helps.

If you haven't already you should check compression and put a borescope int=
o
#2 to make sure something else isn't going on.

Jay Phillips

-----Original Message-----
From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Thom=
as Whalen
Sent: Wednesday, August 06, 2014 1:20 PM
To: Lancair Mailing List
Subject: [LML] High CHTs on #2, TSIO 550

I have been fighting for over a year to try to keep the #2 CHT below 400 dg=
 on the climb. It has hit as high as 430. I leave it full rich and climb at=
 140kts. When I level off, I then LOP and then #1 cools off. I have the Lan=
cair baffles and RTV the gaps with the engine and have a good baffle seal. =
I even covered my 3rd intercooler and that only helped a little.
Behind the prop the baffle seals up to the top cowl but not down to the bot=
tom. I have seen it the reverse of that as well. If close the oil cooler do=
or the CHT will drop 5dg at times.=20
This was a factory new engine.=20
Any suggestions?

Thomas Whalen
N444TW
--
For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html


--
For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html