X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 16 Apr 2012 20:55:46 -0400 Message-ID: X-Original-Return-Path: Received: from mx2.timesync.com ([67.218.99.10] verified) by logan.com (CommuniGate Pro SMTP 5.4.4) with ESMTP id 5483160 for lml@lancaironline.net; Mon, 16 Apr 2012 10:11:33 -0400 Received-SPF: none receiver=logan.com; client-ip=67.218.99.10; envelope-from=schroder@timesync.com Received: from ns1.timesync.net (ns1.timesync.net [67.218.99.5]) by mx2.timesync.com (Postfix) with ESMTP id BEBD922DC21 for ; Mon, 16 Apr 2012 07:10:56 -0700 (PDT) Received: from ns1.timesync.net (unknown [127.0.0.1]) by ns1.timesync.net (Postfix) with ESMTP id B5EA8375894 for ; Mon, 16 Apr 2012 07:10:56 -0700 (PDT) X-Virus-Scanned: amavisd-new at timesync.com Received: from ns1.timesync.net ([127.0.0.1]) by ns1.timesync.net (ns1.timesync.net [127.0.0.1]) (amavisd-new, port 10026) with ESMTP id aui8lMCddTpp for ; Mon, 16 Apr 2012 07:10:56 -0700 (PDT) Received: from antares.timesync.com (antares.timesync.com [67.218.99.9]) by ns1.timesync.net (Postfix) with ESMTP id 684B237581C for ; Mon, 16 Apr 2012 07:10:55 -0700 (PDT) Received: from DaveHP [24.130.158.81] by antares.timesync.com with ESMTP (SMTPD-8.22) id A8A703B4; Mon, 16 Apr 2012 07:11:51 -0700 X-Original-Message-ID: From: "schroder" X-Original-To: "Lancair Mailing List" References: In-Reply-To: Subject: Re: [LML] Re: TSIO 550 Hot #2 cylinder X-Original-Date: Mon, 16 Apr 2012 07:10:53 -0700 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0031_01CD1BA0.0FA65A10" X-Priority: 3 X-MSMail-Priority: Normal Importance: Normal X-Mailer: Microsoft Windows Live Mail 15.4.3555.308 X-MimeOLE: Produced By Microsoft MimeOLE V15.4.3555.308 This is a multi-part message in MIME format. ------=_NextPart_000_0031_01CD1BA0.0FA65A10 Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Pete, can you post pictures of this scoop and oil cooler box? Thanks dave From: pete@leapfrogventures.com=20 Sent: Monday, April 16, 2012 5:14 AM To: lml@lancaironline.net=20 Subject: [LML] Re: TSIO 550 Hot #2 cylinder #2 was also my hottest cylinder. First I installed the cupped insert = that was listed in one of the on-line articles that allows the air to = flow around the shallow fins on the oil cooler side of #2. I learned = that TCM cylinders have asymmetric depths on the fins on the left vs = right sides. The left sides have very deep channels between the fins, = while on the right side the cylinder barrel comes right up to the top of = the cooling fins. This means that the oil cooler box effectively blocks = the cooling air from going around to the lower right side of the = cylinder. =20 =20 However, even with the cupped insert, #2 was still my hottest. At that = point I remembered that my engine, which I got from a salvage of Adam = aircraft inventory, came with a piece of baffling for the oil box that = had a scoop installed inside the oil box that directed air around to the = lower right side of the cylinder. The scoop was =C2=BE=E2=80=9D deep at = the top and flush at the bottom, and about 3=E2=80=9D wide. I moved = this scoop from the discarded Adam baffling piece onto the Lancair oil = box (the hole was nearly the same size as the previous dished shaped = part I had installed before). Not only did this solve my #2 CHT problem = (it is now one of my coolest cylinders), but it did not noticeably = affect oil temps. A win-win. =20 Pete =20 From: John Barrett [mailto:jbarrett@carbinge.com]=20 Sent: Friday, April 13, 2012 9:02 PM To: lml@lancaironline.net Subject: TSIO 550 Hot #2 cylinder =20 Looking for advice for this problem. Oil cooler door may help a little = but the trade off of oil temp increase vs CHT increase is a trap at high = power climb and in slow flight. Two hours of flight time and problem is = consistent up to about 8,000 or 9,000 ft. One idea suggested is to fair = the inside top of the intake cowl on the left side because turbulence = here will decrease the airflow to the top left side of the engine. One = person indicated he did this with a IVP and achieved a 20 degree drop in = EGT by doing this. =20 =20 Anyone else have experience with that? =20 Thanks in advance and to those who have sent congratulatory emails. =20 Regards, =20 John Barrett, CEO Leading Edge Composites PO Box 428 Port Hadlock, WA 98339 =20 www.carbinge.com =20 ------=_NextPart_000_0031_01CD1BA0.0FA65A10 Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable
Pete, can you post pictures of this scoop and oil cooler box?  = Thanks
dave
 
Sent: Monday, April 16, 2012 5:14 AM
Subject: [LML] Re: TSIO 550 Hot #2 = cylinder
 

#2 was also my hottest = cylinder.  First I installed the cupped insert that was listed in = one of=20 the on-line articles that allows the air to flow around the shallow fins = on the=20 oil cooler side of #2.  I learned that TCM cylinders have = asymmetric depths=20 on the fins on the left vs right sides.  The left sides have very = deep=20 channels between the fins, while on the right side the cylinder barrel = comes=20 right up to the top of the cooling fins.  This means that the oil = cooler=20 box effectively blocks the cooling air from going around to the lower = right side=20 of the cylinder. 

 

However, even with the = cupped=20 insert, #2 was still my hottest.  At that point I remembered that = my=20 engine, which I got from a salvage of Adam aircraft inventory, came with = a piece=20 of baffling for the oil box that had a scoop installed inside the oil = box that=20 directed air around to the lower right side of the cylinder.  The = scoop was=20 =C2=BE=E2=80=9D deep at the top and flush at the bottom, and about = 3=E2=80=9D wide.  I moved=20 this scoop from the discarded Adam baffling piece onto the Lancair oil = box (the=20 hole was nearly the same size as the previous dished shaped part I had = installed=20 before).  Not only did this solve my #2 CHT problem (it is now one = of my=20 coolest cylinders), but it did not noticeably affect oil temps.  A=20 win-win.

 

Pete

 

From: John = Barrett=20 [mailto:jbarrett@carbinge.com]
Sent: Friday, April 13, 2012 = 9:02=20 PM
To: lml@lancaironline.net
Subject: TSIO 550 Hot = #2=20 cylinder

 

Looking for advice for this problem.  Oil = cooler door=20 may help a little but the trade off of oil temp increase vs CHT increase = is a=20 trap at high power climb and in slow flight.  Two hours of flight = time and=20 problem is consistent up to about 8,000 or 9,000 ft.  One idea = suggested is=20 to fair the inside top of the intake cowl on the left side because = turbulence=20 here will decrease the airflow to the top left side of the engine.  = One=20 person indicated he did this with a IVP and achieved a 20 degree drop in = EGT by=20 doing this. 

 

Anyone else have experience with = that?

 

Thanks in advance and to those who have sent = congratulatory=20 emails.

 

Regards,

 

John Barrett, CEO

Leading Edge Composites

PO Box 428

Port Hadlock, WA 98339

 

www.carbinge.com

 

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