X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 13 Jul 2010 20:35:01 -0400 Message-ID: X-Original-Return-Path: Received: from elasmtp-scoter.atl.sa.earthlink.net ([209.86.89.67] verified) by logan.com (CommuniGate Pro SMTP 5.3.8) with ESMTP id 4391098 for lml@lancaironline.net; Tue, 13 Jul 2010 09:55:40 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.67; envelope-from=douglasbrunner@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=cYHUwARhbzf1kkOgg5K7DwWBilZYEu+fU5OYEqvU40BdMAUcifT1KyQCZ2h3uOwn; h=Received:From:To:Cc:References:In-Reply-To:Subject:Date:Message-ID:MIME-Version:Content-Type:X-Mailer:Thread-Index:Content-Language:X-ELNK-Trace:X-Originating-IP; Received: from [74.93.196.177] (helo=DougsLaptop) by elasmtp-scoter.atl.sa.earthlink.net with esmtpa (Exim 4.67) (envelope-from ) id 1OYfwu-0008RV-4H; Tue, 13 Jul 2010 09:55:04 -0400 From: "Douglas Brunner" X-Original-To: "'Lancair Mailing List'" X-Original-Cc: "McRae, David" , "Mahnke, Mark" , "Mahnke, Mark" References: In-Reply-To: Subject: RE: [LML] Fuel Control problem X-Original-Date: Tue, 13 Jul 2010 09:55:08 -0400 X-Original-Message-ID: <003d01cb2293$016ba5c0$0442f140$@net> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_003E_01CB2271.7A5A05C0" X-Mailer: Microsoft Office Outlook 12.0 Thread-Index: AcsicPrS3qg9YowJT+G/VJj+1h/BrAAIXAtw Content-Language: en-us X-ELNK-Trace: ad85a799c4f5de37c2eb1477c196d22294f5150ab1c16ac04e761f5d55cab8bcb40b7213b4991f74e7d6da5290665ccb350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 74.93.196.177 This is a multi-part message in MIME format. ------=_NextPart_000_003E_01CB2271.7A5A05C0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit My engine has been setup to 30 gph at full power. Perhaps the difference between your 1300 and my 1100 is the difference between 8.5:1 and 10:1. I'll check to see what my hottest EGT is on takeoff. Doug From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Steve Colwell Sent: Tuesday, July 13, 2010 5:51 AM To: lml@lancaironline.net Subject: [LML] Fuel Control problem 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_003E_01CB2271.7A5A05C0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

My engine has been = setup to 30 gph at full power.  Perhaps the difference between your 1300 and my = 1100 is the difference between 8.5:1 and 10:1.

 

I’ll check to = see what my hottest EGT is on takeoff.

 

Doug

 

From:= Lancair = Mailing List [mailto:lml@lancaironline.net] On Behalf Of Steve = Colwell
Sent: Tuesday, July 13, 2010 5:51 AM
To: lml@lancaironline.net
Subject: [LML] Fuel Control problem

 

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?

 

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