X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 17 Apr 2012 16:54:35 -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 5.4.4) with ESMTP id 5485152 for lml@lancaironline.net; Tue, 17 Apr 2012 10:17:30 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.67; envelope-from=colyncase@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=TTsq0bVp8n1vv43liEKUlqyV6J/UGAvDwZEYTjNPMH+cJUS5YJyseJofN4hS9u5n; h=Received:From:Mime-Version:Content-Type:Subject:Date:In-Reply-To:To:References:Message-Id:X-Mailer:X-ELNK-Trace:X-Originating-IP; Received: from [64.222.109.232] (helo=[192.168.1.24]) by elasmtp-scoter.atl.sa.earthlink.net with esmtpa (Exim 4.67) (envelope-from ) id 1SK9DB-0007l1-V1 for lml@lancaironline.net; Tue, 17 Apr 2012 10:16:54 -0400 From: Colyn Case Mime-Version: 1.0 (Apple Message framework v1084) Content-Type: multipart/alternative; boundary=Apple-Mail-1097--117272018 Subject: Re: [LML] Re: TSIO 550 Hot #2 cylinder X-Original-Date: Tue, 17 Apr 2012 10:16:53 -0400 In-Reply-To: X-Original-To: "Lancair Mailing List" References: X-Original-Message-Id: X-Mailer: Apple Mail (2.1084) X-ELNK-Trace: 63d5d3452847f8b1d6dd28457998182d7e972de0d01da940463a9543fab763ee7c798529e7297956350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 64.222.109.232 --Apple-Mail-1097--117272018 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=windows-1252 Ralf, what is the fuel flow in each of these scenarios? as you lean, when does #4 peak relative to other cylinders and what FF? do you have air guides underneath the cylinders to keep the cooling air = going through the fins all the way to the bottom of the cylinder? Colyn On Apr 17, 2012, at 9:52 AM, = wrote: Dear subscribers, =20 Since we are talking about hot cylinders I got one question that bothers = me: I have a plenum and I tried to do a very anal job in sealing all the = leaks around the engine =96 I followed Fred Moreno=92s instructions = there. I have different temperature patterns amongst the cylinders for = different situations. LOP cruise: #2 is the warmest and is usually between 330 and 370 = depending on altitude, humidity, fuel flow etc. =96 always very cool no = issue at all Climb 32=94 MAP, 2500 1/min, full rich : cylinder 4 wants to get warm = and I keep the airspeed around 180 in order to stay below 400F. This is = the situation I am not really happy about =96 if I don=92t pay attention = on a warm day the #4 will get above 400F Climb 2500 1/min, full rich, full throttle: even temperature profile = amongst the cylinders. Engine runs generally cooler and airplane climbs = faster. =20 I tried to watch the EGTs and see if #4 is running lean but I could not = tell a difference in the EGT. #4 has the dip stick pipe and more hoses = that could influence airflow. =20 Any idea why #4 is warmer at 32=94? =20 Thanks for your help =20 Ralf =20 From: schroder [mailto:schroder@timesync.com]=20 Sent: Monday, April 16, 2012 8:56 PM To: lml@lancaironline.net Subject: Re: [LML] Re: TSIO 550 Hot #2 cylinder =20 Pete, can you post pictures of this scoop and oil cooler box? Thanks dave =20 From: pete@leapfrogventures.com Sent: Monday, April 16, 2012 5:14 AM To: lml@lancaironline.net Subject: [LML] Re: TSIO 550 Hot #2 cylinder =20 #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 =BE=94 deep at the top = and flush at the bottom, and about 3=94 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 --Apple-Mail-1097--117272018 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=windows-1252 Ralf,

what is the fuel flow in = each of these scenarios?
as you lean, when does #4 peak = relative to other cylinders and what FF?
do you have air = guides underneath the cylinders to keep the cooling air going through = the fins all the way to the bottom of the = cylinder?

Colyn


Dear subscribers,
Since we are talking about hot cylinders I got one question = that bothers me:
I have a plenum and I tried to do a very anal job in sealing = all the leaks around the engine =96 I followed Fred Moreno=92s = instructions there.
I have different temperature patterns amongst the = cylinders for different situations.
LOP cruise: #2 is the = warmest and is usually between 330 and 370 depending on altitude, = humidity, fuel flow etc. =96 always very cool no issue at = all
Climb 32=94 MAP, 2500 1/min, full rich : cylinder 4 wants to get = warm and I keep the airspeed around 180 in order to stay below 400F. = This is the situation I am not really happy about =96 if I don=92t pay = attention on a warm day the #4 will get above = 400F
Climb 2500 1/min, full rich, full throttle: even temperature = profile amongst the cylinders. Engine runs generally cooler and airplane = climbs faster.
 
I tried to watch the EGTs and see if #4 is running lean but = I could not tell a difference in the EGT. #4 has the dip stick pipe and = more hoses that could influence airflow.
Any idea why #4 is warmer at = 32=94?
 
Thanks for your help
Ralf
 
Pete, can you post pictures of this scoop and oil = cooler box?  Thanks