X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 15 Sep 2014 11:20:31 -0400 Message-ID: X-Original-Return-Path: Received: from p3plsmtpa08-08.prod.phx3.secureserver.net ([173.201.193.109] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTP id 7145189 for lml@lancaironline.net; Sun, 14 Sep 2014 22:32:48 -0400 Received-SPF: none receiver=logan.com; client-ip=173.201.193.109; envelope-from=tom@lachollatech.com Received: from [127.0.0.1] ([69.244.63.40]) by p3plsmtpa08-08.prod.phx3.secureserver.net with id rEYE1o00H0s6Hlh01EYEYw; Sun, 14 Sep 2014 19:32:15 -0700 X-Original-Message-ID: <54164F98.6000305@lachollatech.com> X-Original-Date: Sun, 14 Sep 2014 19:31:52 -0700 From: Tom Thibault User-Agent: Mozilla/5.0 (Windows NT 6.1; WOW64; rv:24.0) Gecko/20100101 Thunderbird/24.6.0 MIME-Version: 1.0 X-Original-To: Lancair Mailing List Subject: RE: FW: S a v v y Analysis of oil cooler temps Content-Type: multipart/alternative; boundary="------------020802010802090601010204" This is a multi-part message in MIME format. --------------020802010802090601010204 Content-Type: text/plain; charset=ISO-8859-1; format=flowed Content-Transfer-Encoding: 7bit Bill B said: Things look somewhat normal except for Oil Temps. Wow things look wrong to me. Why is EGT 1 acting so squirelly? It goes from 1330, at around 400', down to as low as 650, then up to 800 for a little while. Then it jumps instantly 300 degrees while level with RPM, MAP, and FF all constant. After that EGT 1 is in line with the others. EGT 2 seems somewhat lower than the others also but not as gross as EGT 1. I think your oil pressure regulator might be set too low. Mine is about 69 PSI at idle, will hold just under 70 PSI at 190F all day long and is closer to 85 PSI during takeoff with the oil at 100F or so, and climbing of course. Was this a first run after cylinder replacement? If so, it is sure different than the way I was taught to break in cylinders. I was taught that on first flight, run the engine as hard as you can while keeping the CHTs reasonable, that is 400 or less. The OAT was only 80F so the engine should have been able to take a high power run just fine. The IAS and power setting seemed very low and the FF way too lean for a "break in" run. I would have expected 15+ on the FF with 28+" MAP, ~2600 RPM and ~190 KIAS if the CHTs stayed 400 or less. What does everyone else think? Tom Thibault N4XB, L360, 1200+ Hrs. --------------020802010802090601010204 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: 7bit

Bill B said:

Things look somewhat normal except for Oil Temps.

Wow things look wrong to me. Why is EGT 1 acting so squirelly? It goes from 1330, at around 400', down to as low as 650, then up to 800 for a little while. Then it jumps instantly 300 degrees while level with RPM, MAP, and FF all constant. After that EGT 1 is in line with the others. EGT 2 seems somewhat lower than the others also but not as gross as EGT 1.

I think your oil pressure regulator might be set too low. Mine is about 69 PSI at idle, will hold just under 70 PSI at 190F all day long and is closer to 85 PSI during takeoff with the oil at 100F or so, and climbing of course.

Was this a first run after cylinder replacement? If so, it is sure different than the way I was taught to break in cylinders. I was taught that on first flight, run the engine as hard as you can while keeping the CHTs reasonable, that is 400 or less. The OAT was only 80F so the engine should have been able to take a high power run just fine. The IAS and power setting seemed very low and the FF way too lean for a "break in" run. I would have expected 15+ on the FF with 28+" MAP, ~2600 RPM and ~190 KIAS if the CHTs stayed 400 or less. What does everyone else think?

Tom Thibault
N4XB, L360, 1200+ Hrs.

--------------020802010802090601010204--