X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 13 Jul 2010 05:51:23 -0400 Message-ID: X-Original-Return-Path: Received: from n15.bullet.mail.mud.yahoo.com ([68.142.206.42] verified) by logan.com (CommuniGate Pro SMTP 5.3.8) with SMTP id 4390720 for lml@lancaironline.net; Tue, 13 Jul 2010 01:50:44 -0400 Received-SPF: none receiver=logan.com; client-ip=68.142.206.42; envelope-from=mcmess1919@yahoo.com Received: from [68.142.200.221] by n15.bullet.mail.mud.yahoo.com with NNFMP; 13 Jul 2010 05:50:09 -0000 Received: from [68.142.201.241] by t9.bullet.mud.yahoo.com with NNFMP; 13 Jul 2010 05:50:09 -0000 Received: from [127.0.0.1] by omp402.mail.mud.yahoo.com with NNFMP; 13 Jul 2010 05:50:09 -0000 X-Yahoo-Newman-Id: 100355.71697.bm@omp402.mail.mud.yahoo.com Received: (qmail 61106 invoked from network); 13 Jul 2010 05:50:08 -0000 DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=s1024; d=yahoo.com; h=DKIM-Signature:Received:X-Yahoo-SMTP:X-YMail-OSG:X-Yahoo-Newman-Property:From:To:References:In-Reply-To:Subject:Date:Message-ID:MIME-Version:Content-Type:X-Mailer:Thread-Index:Content-Language:x-cr-hashedpuzzle:x-cr-puzzleid; b=e6OvY7IIue5lFdHMmSmeST4jaRr4t8rWLzfqpI+FT/GqLMDJCHcEAwUQkHu9ovMEykTClw+8bII9VphWm1kva3rU/4RkRkx13N7Hr9E458xJpVqJqAOCgIP5udLzRz2r6d+N7Qzvr8hqPWCXfnjGtPQE2+22/eLp74Q/9dg+Ntc= ; Received: from ClaudettePC (mcmess1919@67.187.169.61 with login) by smtp128.plus.mail.sp1.yahoo.com with SMTP; 12 Jul 2010 22:50:08 -0700 PDT X-Yahoo-SMTP: rK4i7HqswBC7mDE8.sOiWQeO4CeReXc- X-YMail-OSG: _k2cFXoVM1khe4gCkCEz1G6Zb8D3jHwTeqkRDZ2DkCy4foD qmvSrNejjOyJqYEtF1P3I78GrTKihAKfCrsUM5kwqFjJ9Bm.kNsYj2.Osmgk 3NwLu3UphLXDwTG2a_3jrUtcEy8xCz66fygefbpN_bYUAhweKObzfxUkbns2 wTzFfEwLxDoVkQnq5qSPlnFASh72c2lad0rV8QPz9FE4PNYoEMVGArUi8BAv G2tfElACREsmAK3m..9Z5P6LzQqUeUxz30WdxAjNUm4Zb3bqApXnRxAL03za 5iVI.OiCUe53dzJ_DWN1twbGNxtMsoI9JHJIA9NKZzG_Ft43okGK49fqP8l. tvtGZs1g- X-Yahoo-Newman-Property: ymail-3 From: "Steve Colwell" X-Original-To: "'Lancair Mailing List'" References: In-Reply-To: Subject: Fuel Control problem X-Original-Date: Mon, 12 Jul 2010 22:50:11 -0700 X-Original-Message-ID: <007301cb224f$4219a9d0$c64cfd70$@com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0074_01CB2214.95BAD1D0" X-Mailer: Microsoft Office Outlook 12.0 Thread-Index: AcsiDLh3zc/+3axhSCKoWnKYI27ZswAPbO0g Content-Language: en-us x-cr-hashedpuzzle: asY= Adx1 Al5v CQUq CWNU DtQQ EFxO ENQk Eyya FbjT Gc+i Hoek I+cl JM1e J3ve KnWV;1;bABtAGwAQABsAGEAbgBjAGEAaQByAG8AbgBsAGkAbgBlAC4AbgBlAHQA;Sosha1_v1;7;{D0B3FBC1-571A-424F-8494-F8FCF6AF16D7};bQBjAG0AZQBzAHMAMQA5ADEAOQBAAHkAYQBoAG8AbwAuAGMAbwBtAA==;Tue, 13 Jul 2010 05:50:05 GMT;RgB1AGUAbAAgAEMAbwBuAHQAcgBvAGwAIABwAHIAbwBiAGwAZQBtAA== x-cr-puzzleid: {D0B3FBC1-571A-424F-8494-F8FCF6AF16D7} This is a multipart message in MIME format. ------=_NextPart_000_0074_01CB2214.95BAD1D0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit On another point - you say you lean to 1300 degrees on climb out. I am surprised by 1300 degrees. (Although I know that EGTs can differ according to installation, and since I have a 10:1 compression engine my EGTs should be lower.) I arrived at 1300 degrees as recommended at the Advanced Pilot Seminar after Sun n Fun last year. Assuming you have a fuel flow of at least 29 gallons per hour (they say 30 is better) on a stock IO550-N, look for the hottest EGT on the hottest cylinder (mine is #6) during takeoff to about 150' agl on a near sea level runway. They say this is a safe number to continue to lean to during the climb. How much ROP are you when you climb? I'll have to check. Steve Colwell Legacy almost stock IO550-N with stock pistons From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Douglas Brunner Sent: Monday, July 12, 2010 2:53 PM To: lml@lancaironline.net Subject: [LML] Re: Fuel Control problem Steve, I always put on low boost above 10,000 for "vapor suppression". On several occasions, I have experienced fluctuating decreases in RPM that I attributed to "vapor in the lines". Putting on the low boost seemed to solve the problem. From what I remember of the Advanced Pilots Course (I took it in Jan of '06), they suggested that the problem occurs with hot fuel at high altitudes - and your story seems to be just that. Suggest you try using low boost over 10,000. On another point - you say you lean to 1300 degrees on climb out. I am surprised by 1300 degrees. (Although I know that EGTs can differ according to installation, and since I have a 10:1 compression engine my EGTs should be lower.) I lean to 1100 in the climb until I reach 70% power at which time I lean to 1200. Since my peak EGTs are around 1325 (when I lean at 70% - probably higher at higher power settings), I figure I am at least 250 ROP when above 70% in the climb. If you lean to 1300 in the climb, what do you think your peak EGTs are? How much ROP are you when you climb? If there are any "lurkers" from APS, what do you think of 1300? ------=_NextPart_000_0074_01CB2214.95BAD1D0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

On another point = – you say you lean to 1300 degrees on climb out.  I am surprised by 1300 degrees.  (Although I know that EGTs can differ according to = installation, and since I have a 10:1 compression engine my EGTs should be lower.) =

I arrived at = 1300 degrees as recommended at the Advanced Pilot Seminar after Sun n Fun last = year.  Assuming you have a fuel flow of at least 29 gallons per hour (they say 30 is = better) on a stock IO550-N, look for the hottest EGT on the hottest cylinder (mine = is #6) during takeoff to about 150’ agl on a near sea level runway.  = They say this is a safe number to continue to lean to during the = climb. 

 

How much ROP are you = when you climb?

I’ll have = to check.

 

Steve = Colwell   Legacy  almost stock IO550-N  with stock = pistons

 

 

 

 

From:= Lancair = Mailing List [mailto:lml@lancaironline.net] On Behalf Of Douglas = Brunner
Sent: Monday, July 12, 2010 2:53 PM
To: lml@lancaironline.net
Subject: [LML] Re: Fuel Control problem

 

Steve,

 

I always put on low = boost above 10,000 for “vapor suppression”.  On several occasions, = I have experienced fluctuating decreases in RPM that I attributed to = “vapor in the lines”.  Putting on the low boost seemed to solve the = problem.

 

From what I remember = of the Advanced Pilots Course (I took it in Jan of ’06), they suggested = that the problem occurs with hot fuel at high altitudes – and your = story seems to be just that.  Suggest you try using low boost over = 10,000.

 

On another point = – you say you lean to 1300 degrees on climb out.  I am surprised by 1300 degrees.  (Although I know that EGTs can differ according to = installation, and since I have a 10:1 compression engine my EGTs should be lower.)   I lean to 1100 in the climb until I reach 70% power at which = time I lean to 1200.  Since my peak EGTs are around 1325 (when I lean at = 70% - probably higher at higher power settings), I figure I am at least 250 = ROP when above 70% in the climb.

 

If you lean to 1300 = in the climb, what do you think your peak EGTs are?

How much ROP are you = when you climb?

 

If there are any “lurkers” from APS, what do you think of = 1300?

 

------=_NextPart_000_0074_01CB2214.95BAD1D0--