Return-Path: Sender: "Marvin Kaye" To: lml@lancaironline.net Date: Tue, 02 Nov 2004 13:32:06 -0500 Message-ID: X-Original-Return-Path: Received: from [68.89.254.181] (HELO sdf1.mail.taturbo.com) by logan.com (CommuniGate Pro SMTP 4.2.5) with ESMTP id 495202 for lml@lancaironline.net; Mon, 01 Nov 2004 21:14:08 -0500 Received-SPF: none receiver=logan.com; client-ip=68.89.254.181; envelope-from=gwbraly@gami.com MIME-Version: 1.0 Content-Type: text/plain; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable Subject: RE: [LML] Cooling the TSIO550/fuel starvation with change of fuel tank content-class: urn:content-classes:message X-MimeOLE: Produced By Microsoft Exchange V6.0.6487.1 X-Original-Date: Mon, 1 Nov 2004 20:18:57 -0600 X-Original-Message-ID: X-MS-Has-Attach: X-MS-TNEF-Correlator: Thread-Topic: [LML] Cooling the TSIO550/fuel starvation with change of fuel tank Thread-Index: AcTAeO4TorTvVgy/SKmcuHHNXQklRwACTbqg From: "George Braly" X-Original-To: "Lancair Mailing List" Pat: Well done! Next time, try 2700 and 38" MP all the way to FL200 and enjoy the still = further enhanced rate of climb. If you keep it rich enough during the = climb, the peak cylinder pressures will be the same as you had the last = trip - - and you will climb a lot faster. Regards, George -----Original Message----- From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of = Pat and Sue Brunner Sent: Monday, November 01, 2004 7:06 PM To: Lancair Mailing List Subject: [LML] Cooling the TSIO550/fuel starvation with change of fuel = tank Since attending the cooling show put on by George Braly in Ada , I have implemented most of the changes suggested. With the exception of the = heat shields for the turbo's and exhaust stacks, I have manufactured lower cyclinder ducts for the front and rear cyclinders, opened a hole for the = #5 cyclinder with a diverter and made a channel for the air to move around = the flat spot in the #2 cyclinder inside of the oil cooler box. In = addition, I reset the fuel flow at take off power to 45.3 GPH. Last week I made a trip from California to Wisconsin and back. With a = climb at 140 Kts indicated, Gross weight, the VSI was showing 1200 to 1500 FPM = all the way to FL200. The cyclinders never got over 375 degrees with a MP = of 34" and 2600 RPM. In the past the routine was 160 Kts indicated and 500 = to 800 FPM with the temps going to 390 to 400. In cruise flight the temps = were just as good with maybe a little to large a hole in the #5 baffle. All temps in the 330 range or lower. #5 was showing 296 at FL200 with an OS temp of +10f. I will close the opening for the #5 cyclinder about a = third. This is a great improvement and my thanks to the ADA group for their = very generous contribution. Been watching the arguments about plenums with interest, but with these modifications I can't see any need for going to those extremes. An old issue is still plagueing me, when switching fuel tanks, ususally = only once a trip, the engine falters for 3-8 seconds, finally catches and it = does not occur again on subsequent tank changes in that flight. Stop = enroute, full fuel and climb to altitude and it may or maynot occur. I have = moved the fuel pump to the lowest location on the side panel, replaced the = fuel selector with an andair, inspected all lines for leaks and still I at a = loss to explain it. The lines from the tank are 3/8" as opposed to the = current lines which are 1/2". Would appreciate any thoughts the group has. Pat Brunner N98PB IVP 524Hours -- For archives and unsub http://mail.lancaironline.net/lists/lml/ --- Incoming mail is certified Virus Free. Checked by AVG anti-virus system (http://www.grisoft.com). Version: 6.0.782 / Virus Database: 528 - Release Date: 10/22/2004 =20 --- Outgoing mail is certified Virus Free. Checked by AVG anti-virus system (http://www.grisoft.com). Version: 6.0.782 / Virus Database: 528 - Release Date: 10/22/2004 =20