X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 26 Jun 2013 11:36:33 -0400 Message-ID: X-Original-Return-Path: Received: from bay0-omc3-s28.bay0.hotmail.com ([65.54.190.166] verified) by logan.com (CommuniGate Pro SMTP 6.0.5) with ESMTP id 6349909 for lml@lancaironline.net; Wed, 26 Jun 2013 10:59:23 -0400 Received-SPF: pass receiver=logan.com; client-ip=65.54.190.166; envelope-from=peterpawaviation@hotmail.com Received: from BAY152-W59 ([65.54.190.189]) by bay0-omc3-s28.bay0.hotmail.com with Microsoft SMTPSVC(6.0.3790.4675); Wed, 26 Jun 2013 07:58:47 -0700 X-TMN: [BUCx0hQwKy+p/Lj50AiweJQNUgJeqouO] X-Originating-Email: [peterpawaviation@hotmail.com] X-Original-Message-ID: X-Original-Return-Path: peterpawaviation@hotmail.com Content-Type: multipart/alternative; boundary="_f5c28fa3-68b3-40da-afd5-826160231d17_" From: PETER WILLIAMS X-Original-To: Lancair Mailing List Subject: RE: [LML] Lot of priming recently on engine start (Lancair IVP) X-Original-Date: Wed, 26 Jun 2013 10:58:47 -0400 Importance: Normal In-Reply-To: References: MIME-Version: 1.0 X-OriginalArrivalTime: 26 Jun 2013 14:58:47.0142 (UTC) FILETIME=[A8F4D860:01CE727D] --_f5c28fa3-68b3-40da-afd5-826160231d17_ Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable hi there i have been flying large Continentals for more than 20 years. try this procedure: COLD ENGINE 1. everything forward 2. 5-8 seconds of prime (or high pressure=2C whichever you have) more prime= in winter less in summer 3. switch to low pressure and leave there for all flight conditions 4. throttle back to 1/2 inch 5. turn key 6. use throttle in starting=2C however much is needed to start engine OH YEA HOT ENGINE the count of seconds should not begin until you show fuel flow. for example= in the summer with a hot start you might not show fuel flow for 20 seconds= . with a hot start you might still need 4-5 seconds prime with the pump on low the whole time you should be able to avoid most subseq= uent priming each engine installation is different but this should get you in the ball p= ark good luck peter To: lml@lancaironline.net Date: Mon=2C 24 Jun 2013 12:26:53 -0400 From: dico@internetworks.ca Subject: [LML] Lot of priming recently on engine start (Lancair IVP) Hi All=2C 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. =0A= 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=2C 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 f= uel flow set right. Once we started flying it=2C the captured engine data= was sent to GAMI and after 3 or 4 tries=2C they said that we had the engin= e running well (as far as the GAMI's were concerned -- less than 0.5gph spr= ead). 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=2C the CHT/EGT for #4 come up in line with the others. =20 =0A= 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=2C I have to keep pressing the primer to keep it g= oing. However=2C if I put the RPM to about 1300=2C then the engine will s= tay running (with any further priming). The problem is that this overheats= the engine. Two weeks ago I was on the ground for about 30 minutes in 21= C weather and a couple of the CHTs got to 380-390. =0A= 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=2C it would make sense to get the fuel system checked.= After a lot of monkeying around=2C I can eventually get the engine to id= le at 1000RPM=2C 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... y= ou can see how at the first the fuel pressure is high=2C then drops off=2C = then high again (me pushing the primer) and eventually levels off to around= 8PSI. =0A= Once flying=2C the plane sounds good however the CHTs on a couple cylinders= get quite hot (400-415 in the climb --- climbing at 300'-400'/minute under= 10=2C000').... the hottest CHT levels off to 380 in cruise at 15000. The = coldest about 290 during the same flight. =0A= I'm open to any and all comments / suggestions / voodoo ! --=20 Regards=2C Dico Reijers 902-629-9911 (T) 888-368-9484 (F)=0A= --=0A= For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html= = --_f5c28fa3-68b3-40da-afd5-826160231d17_ Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
hi there

i have been flying large Continentals for more than 20 years.

try this procedure:

COLD ENGINE
<= /font>
= 1. everything forward
2. 5-8 seconds of prim= e (or high pressure=2C whichever you have) more prime in winter less in sum= mer
3. switch to = low pressure and leave there for all flight conditions
4. throttle back to 1/2 inch
5. turn key
6. use throttle in starting= =2C however much is needed to start engine

OH YEA =3B =3B =3B HOT = ENGINE
the count of seconds should not begin until you show fuel flow. f= or example in the summer with a hot start you might not show fuel flow for = 20 seconds. with a hot start you might still need 4-5 seconds prime<= br>with the pump on low the whole = time you should be able to avoid most subsequent priming

each engine i= nstallation is different but this should get you in the ball park


good luck

peter

To: lml@lanc= aironline.net
Date: Mon=2C 24 Jun 2013 12:26:53 -0400
From: dico@inte= rnetworks.ca
Subject: [LML] Lot of priming recently on engine start (Lan= cair IVP)

Hi All=2C

Recently I've noticed that when I start m= y TSIO500E engine that I have to press/release the primer button probably 5= 0 times after the engine starts. =3B =3B When I first got the plane= a couple years ago I might have to press it 5 or 6 times.
=0A=
BACKGROUND

I bought the plane almost exactly 2 years ago = (July 2011). =3B I flew it for a few months and then in 2012 (from Janu= ary to October) we re-did the entire panel as well as all new probes for th= e engine monitor as well as GAMI injectors. =3B The plane obviously did= n't fly or run during this period. =3B =3B =3B On our first fli= ght=2C we made sure that the fuel flow for take off was in that 41-44GPH ra= nge. =3B It took a couple of adjustments to that screw to get the fuel = flow set right. =3B =3B Once we started flying it=2C the captured e= ngine data was sent to GAMI and after 3 or 4 tries=2C they said that we had= the engine running well (as far as the GAMI's were concerned -- less than = 0.5gph spread). =3B =3B I've just noticed that the #4 CHT /EGT is v= ery low compared the the rest (see graphs taken at 1040 RPM idle). =3B = If I push the power to 1600RPM or better=2C the CHT/EGT for #4 come up in l= ine with the others. =3B =3B
=0A=
STARTING PROCEDURE

In case it makes a difference... I sta= rt the plane by pushing everything forward... pressing the primer for 6 or = 7 seconds.... pull the mixture all the way out and the power about 1/2" for= ward. =3B I turn the key and the engine starts with just a turn or two = of the propeller. =3B Works slick every time. =3B However after it = catches=2C I have to keep pressing the primer to keep it going. =3B&nbs= p=3B However=2C if I put the RPM to about 1300=2C then the engine will stay= running (with any further priming). =3B The problem is that this overh= eats the engine. =3B =3B Two weeks ago I was on the ground for abou= t 30 minutes in 21C weather and a couple of the CHTs got to 380-390.
=0A=


I was told by a long time mechanic that the Continentals= have issues with the engine driven fuel pumps and that since the plane had= been sitting a long time that it probably didn't help. =3B 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 r= un it at low idle (1000 RPM) for 25-30 minutes to exercise the gaskets/etc = for about 3 weeks (every 2nd day). =3B After that=2C it would make sens= e to get the fuel system checked. =3B =3B After a lot of monkeying = around=2C I can eventually get the engine to idle at 1000RPM=2C but it take= s a few minutes to get it there (certainly not ideal). =3B I've attache= d a spreadsheet of my last 25 minute idle session... you can see how at the= first the fuel pressure is high=2C then drops off=2C then high again (me p= ushing the primer) and eventually levels off to around 8PSI.
=0A=
Once flying=2C the plane sounds good however the CHTs on a couple cylin= ders get quite hot (400-415 in the climb --- climbing at 300'-400'/minute u= nder 10=2C000').... the hottest CHT levels off to 380 in cruise at 15000.&n= bsp=3B The coldest about 290 during the same flight.
=0A=
I'm open to any and all comments / suggestions / voodoo !

--
Regards=2C

Dico Reijers


902-629-9911 (T)888-368-9484 (F)=0A=
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