X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 24 Jun 2013 16:44:58 -0400 Message-ID: X-Original-Return-Path: Received: from omr-m09.mx.aol.com ([64.12.143.82] verified) by logan.com (CommuniGate Pro SMTP 6.0.5) with ESMTP id 6347014 for lml@lancaironline.net; Mon, 24 Jun 2013 16:26:45 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.143.82; envelope-from=vtailjeff@aol.com Received: from mtaomg-da05.r1000.mx.aol.com (mtaomg-da05.r1000.mx.aol.com [172.29.51.141]) by omr-m09.mx.aol.com (Outbound Mail Relay) with ESMTP id 9424370087482 for ; Mon, 24 Jun 2013 16:26:10 -0400 (EDT) Received: from core-mna003c.r1000.mail.aol.com (core-mna003.r1000.mail.aol.com [172.29.106.9]) by mtaomg-da05.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id 3C05AE00008A for ; Mon, 24 Jun 2013 16:26:10 -0400 (EDT) References: X-Original-To: lml@lancaironline.net Subject: Re: [LML] Re: Lot of priming recently on engine start (Lancair IVP) In-Reply-To: X-MB-Message-Source: WebUI MIME-Version: 1.0 From: vtailjeff@aol.com X-MB-Message-Type: User Content-Type: multipart/alternative; boundary="--------MB_8D03F3032AADFAC_A48_585CC_webmail-d142.sysops.aol.com" X-Mailer: AOL Webmail 37834-STANDARD Received: from 12.110.229.82 by webmail-d142.sysops.aol.com (149.174.18.32) with HTTP (WebMailUI); Mon, 24 Jun 2013 16:26:10 -0400 X-Original-Message-Id: <8D03F30329EF8C7-A48-17FE5@webmail-d142.sysops.aol.com> X-Originating-IP: [12.110.229.82] X-Original-Date: Mon, 24 Jun 2013 16:26:10 -0400 (EDT) x-aol-global-disposition: G X-AOL-SCOLL-SCORE: 0:2:408010240:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d338d51c8ab623eea This is a multi-part message in MIME format. ----------MB_8D03F3032AADFAC_A48_585CC_webmail-d142.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset="utf-8" Dico Can you send the data? Jeff -----Original Message----- From: Lynn Farnsworth To: lml Sent: Mon, Jun 24, 2013 2:57 pm Subject: [LML] Re: Lot of priming recently on engine start (Lancair IVP) Dico, =20 Might I suggest you go to the below link and establish an account that will= provide=E2=80=A6. =20 The world's most powerful web-based platform for piston aircraft engine ana= lysis Use our FREE analysis platform... Supports all popular engine monitors (JPI, Avidyne, Garmin, Insight, Dynon = and more) Organizes and archives your engine monitor data -- unlimited storage Includes powerful data analysis tools https://www.savvyanalysis.com/home =20 You can use it free and do your own analysis or for a modest fee you can up= grade and have them tell you what your engine is saying. =20 Regards, =20 Lynn Farnsworth =20 om: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Dico R= eijers Sent: Monday, June 24, 2013 12:27 PM To: lml@lancaironline.net Subject: [LML] Lot of priming recently on engine start (Lancair IVP) =20 Hi All, Recently I've noticed that when I start my TSIO500E engine that I have to p= ress/release the primer button probably 50 times after the engine starts. = When I first got the plane a couple years ago I might have to press it 5 o= r 6 times. BACKGROUND I bought the plane almost exactly 2 years ago (July 2011). I flew it for a= few months and then in 2012 (from January to October) we re-did the entire= panel as well as all new probes for the engine monitor as well as GAMI inj= ectors. The plane obviously didn't fly or run during this period. On ou= r first flight, we made sure that the fuel flow for take off was in that 41= -44GPH range. It took a couple of adjustments to that screw to get the fue= l flow set right. Once we started flying it, the captured engine data was= sent to GAMI and after 3 or 4 tries, they said that we had the engine runn= ing well (as far as the GAMI's were concerned -- less than 0.5gph spread). = I've just noticed that the #4 CHT /EGT is very low compared the the rest = (see graphs taken at 1040 RPM idle). If I push the power to 1600RPM or bet= ter, the CHT/EGT for #4 come up in line with the others. =20 STARTING PROCEDURE In case it makes a difference... I start the plane by pushing everything fo= rward... pressing the primer for 6 or 7 seconds.... pull the mixture all th= e way out and the power about 1/2" forward. I turn the key and the engine = starts with just a turn or two of the propeller. Works slick every time. = However after it catches, I have to keep pressing the primer to keep it goi= ng. However, if I put the RPM to about 1300, then the engine will stay ru= nning (with any further priming). The problem is that this overheats the e= ngine. Two weeks ago I was on the ground for about 30 minutes in 21C weat= her and a couple of the CHTs got to 380-390. I was told by a long time mechanic that the Continentals have issues with t= he engine driven fuel pumps and that since the plane had been sitting a lon= g time that it probably didn't help. I was going to get the fuel system pr= operly calibrated with the proper equipment but I was told that it would be= best if I take the plane out of the hangar and run it at low idle (1000 RP= M) for 25-30 minutes to exercise the gaskets/etc for about 3 weeks (every 2= nd day). After that, it would make sense to get the fuel system checked. = After a lot of monkeying around, I can eventually get the engine to idle a= t 1000RPM, but it takes a few minutes to get it there (certainly not ideal)= . I've attached a spreadsheet of my last 25 minute idle session... you can= see how at the first the fuel pressure is high, then drops off, then high = again (me pushing the primer) and eventually levels off to around 8PSI. Once flying, the plane sounds good however the CHTs on a couple cylinders g= et quite hot (400-415 in the climb --- climbing at 300'-400'/minute under 1= 0,000').... the hottest CHT levels off to 380 in cruise at 15000. The cold= est about 290 during the same flight. I'm open to any and all comments / suggestions / voodoo ! --=20 Regards, Dico Reijers 902-629-9911 (T) 888-368-9484 (F)=20 ----------MB_8D03F3032AADFAC_A48_585CC_webmail-d142.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset="utf-8"
Dico
 
Can you send the data?
 
Jeff
-----Original Message-----
From: Lynn Farnsworth <farnsworth@charter.net>
To: lml <lml@lancaironline.net>
Sent: Mon, Jun 24, 2013 2:57 pm
Subject: [LML] Re: Lot of priming recently on engine start (Lancair IVP)
Di= co,
&n= bsp;
Mi= ght I suggest you go to the below link and establish an account that will p= rovide=E2=80=A6.
&n= bsp;
The world's most powerfu= l web-based platform for piston aircraft engine analysis
Use our FREE analysis = platform...
  • Supports all popu= lar engine monitors (JPI, Avidyne, Garmin, Insight, Dynon and more)
    • Organizes and archives your engine mon= itor data -- unlimited storage
  • = Includes powerful data analysis tools
https://www.= savvyanalysis.com/home
&n= bsp;
Yo= u can use it free and do your own analysis or for a modest fee you can upgr= ade and have them tell you what your engine is saying.
&n= bsp;
Re= gards,
&n= bsp;
Ly= nn Farnsworth
&n= bsp;
om: Lancair Mai= ling List [mailto:lml@lancaironli= ne.net] On Behalf Of Dico Reijers
Sent: Monday, June 24, 2013 12:27 PM
To: lml@lancaironline.net
Subject: [LML] Lot of priming recently on engine start (Lancair IVP)=
 
Hi All,

Recently I've noticed that when I start my TSIO500E engine that I have to p= ress/release the primer button probably 50 times after the engine starts.&n= bsp;  When I first got the plane a couple years ago I might have to pr= ess it 5 or 6 times.

BACKGROUND

I bought the plane almost exactly 2 years ago (July 2011).  I flew it = for a few months and then in 2012 (from January to October) we re-did the e= ntire panel as well as all new probes for the engine monitor as well as GAM= I injectors.  The plane obviously didn't fly or run during this period= .    On our first flight, we made sure that the fuel flow fo= r take off was in that 41-44GPH range.  It took a couple of adjustment= s to that screw to get the fuel flow set right.   Once we started= flying it, the captured engine data was sent to GAMI and after 3 or 4 trie= s, they said that we had the engine running well (as far as the GAMI's were= concerned -- less than 0.5gph spread).   I've just noticed that = the #4 CHT /EGT is very low compared the the rest (see graphs taken at 1040= RPM idle).  If I push the power to 1600RPM or better, the CHT/EGT for= #4 come up in line with the others.  

STARTING PROCEDURE

In case it makes a difference... I start the plane by pushing everything fo= rward... pressing the primer for 6 or 7 seconds.... pull the mixture all th= e way out and the power about 1/2" forward.  I turn the key and the en= gine starts with just a turn or two of the propeller.  Works slick eve= ry time.  However after it catches, I have to keep pressing the primer= to keep it going.   However, if I put the RPM to about 1300, the= n the engine will stay running (with any further priming).  The proble= m is that this overheats the engine.   Two weeks ago I was on the= ground for about 30 minutes in 21C weather and a couple of the CHTs got to= 380-390.



I was told by a long time mechanic that the Continentals have issues wi= th the engine driven fuel pumps and that since the plane had been sitting a= long time that it probably didn't help.  I was going to get the fuel = system properly calibrated with the proper equipment but I was told that it= would be best if I take the plane out of the hangar and run it at low idle= (1000 RPM) for 25-30 minutes to exercise the gaskets/etc for about 3 weeks= (every 2nd day).  After that, it would make sense to get the fuel sys= tem checked.   After a lot of monkeying around, I can eventually = get the engine to idle at 1000RPM, but it takes a few minutes to get it the= re (certainly not ideal).  I've attached a spreadsheet of my last 25 m= inute idle session... you can see how at the first the fuel pressure is hig= h, then drops off, then high again (me pushing the primer) and eventually l= evels off to around 8PSI.

Once flying, the plane sounds good however the CHTs on a couple cylinders g= et quite hot (400-415 in the climb --- climbing at 300'-400'/minute under 1= 0,000').... the hottest CHT levels off to 380 in cruise at 15000.  The= coldest about 290 during the same flight.

I'm open to any and all comments / suggestions / voodoo !
=
--
Regards,

Dico Reijers


902-629-9911 (T)
888-368-9484 (F)
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