X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 16 Apr 2012 08:13:56 -0400 Message-ID: X-Original-Return-Path: Received: from nm8-vm4.bullet.mail.ne1.yahoo.com ([98.138.91.168] verified) by logan.com (CommuniGate Pro SMTP 5.4.4) with SMTP id 5481224 for lml@lancaironline.net; Sat, 14 Apr 2012 08:16:01 -0400 Received-SPF: none receiver=logan.com; client-ip=98.138.91.168; envelope-from=casey.gary@yahoo.com Received: from [98.138.90.50] by nm8.bullet.mail.ne1.yahoo.com with NNFMP; 14 Apr 2012 12:15:24 -0000 Received: from [98.138.89.250] by tm3.bullet.mail.ne1.yahoo.com with NNFMP; 14 Apr 2012 12:15:24 -0000 Received: from [127.0.0.1] by omp1042.mail.ne1.yahoo.com with NNFMP; 14 Apr 2012 12:15:24 -0000 X-Yahoo-Newman-Property: ymail-3 X-Yahoo-Newman-Id: 756230.13511.bm@omp1042.mail.ne1.yahoo.com Received: (qmail 57561 invoked by uid 60001); 14 Apr 2012 12:15:24 -0000 DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=yahoo.com; h=X-YMail-OSG:Received:X-Mailer:References:Message-ID:Date:From:Reply-To:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=tVyV30ju6Y+WxzhqyHnRVXT6pN+oHOIUvCeAaiIo8OITYiiMGiP7CdYV0XLgQ1+BJsM2KgfDhV2+DF02Ij5sq0Y7YthLC3QgEMPMTlBoRNpfXE6jaTxeLFWYaM5TkzXZex5ExkFKrD41jj/+ac8n2GLglYYXuvU0xVXQk3qZOTY=; X-YMail-OSG: pSKNPT8VM1mwkFaSCasw.G7dMiVdhoeW2NO16SaOg_qA1cB kcY87kcOHXIFX4lE4PlELLHJHSBYJ9F57ppnFtdCuUrkbp5HRug7AZr6G4XI tHcC9Wf2i5XcKAKXqn2V.X5wJmFxv9vFZB49f2HGN9PHKVE6Ysyv492LztHZ 81CShL1176z1cxjUIiWsaUqZc9n5X54ZhlIZDESpw1Bwz9nRyUtfaSkyrB5J pF.9fapQtlW8S0g3JZlVNT8kejgGrGaIyLJ53Gmss_6xzJ5eT7.S0yayLMbI M1kVZTD_2g_cp_7eZoL6NGT3SHmqImhs282gd.hLLufr8bKS0EOYLFbJE7co bpw1xa4evOVQQsfKU5Om2GqxY_FcIy0ewy9qr73lg_HuYbHSmWFiIVaan4ra N3Ubxw1qcuE1urYR5fcVdBuufspWju3OjqQ7YMGAQnNSTELMyjzUyPAPqJsw - Received: from [71.218.238.45] by web125604.mail.ne1.yahoo.com via HTTP; Sat, 14 Apr 2012 05:15:24 PDT X-Mailer: YahooMailWebService/0.8.117.340979 References: X-Original-Message-ID: <1334405724.46170.YahooMailNeo@web125604.mail.ne1.yahoo.com> X-Original-Date: Sat, 14 Apr 2012 05:15:24 -0700 (PDT) From: Gary Casey Reply-To: Gary Casey Subject: Re: TSIO 550 Hot #2 cylinder X-Original-To: Lancair Mailing List In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-685807438-910576695-1334405724=:46170" ---685807438-910576695-1334405724=:46170 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable I'm sure eliminating the sharp edge will improve air flow, but I doubt it w= ill by itself solve a problem of high #2 cylinder temperature. =A0I complet= ely "faired" the inlets on my ES, building diverging tunnels that extend ba= ck to the cylinders. =A0My inlet area is now about 80% of "standard" and I = also added cowl flaps, reducing the exit area to less than half of standard= when closed. =A0It cools okay even with the small area, so I suspect fairi= ng it did some good. =A0Hey, even Cezzna does it. =A0On the other hand, bot= h Cirrus and the Corvalis don't have the feature, so....?=0AGary Casey=0A= =0ALooking for advice for this problem. =A0Oil cooler door may help a littl= e but the trade off of oil temp increase vs CHT increase is a trap at high = power climb and in slow flight.=A0 Two hours of flight time and problem is = consistent up to about 8,000 or 9,000 ft.=A0 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.=A0 One person= indicated he did this with a IVP and achieved a 20 degree drop in EGT by d= oing this.=A0=0A=A0=0AAnyone else have experience with that?=0A=A0=0AThanks= in advance and to those who have sent congratulatory emails.=0A=A0=0ARegar= ds,=0A=A0=0AJohn Barrett, CEO ---685807438-910576695-1334405724=:46170 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable
I'm sure elimi= nating the sharp edge will improve air flow, but I doubt it will by itself = solve a problem of high #2 cylinder temperature.  I completely "faired= " the inlets on my ES, building diverging tunnels that extend back to the c= ylinders.  My inlet area is now about 80% of "standard" and I also add= ed cowl flaps, reducing the exit area to less than half of standard when cl= osed.  It cools okay even with the small area, so I suspect fairing it= did some good.  Hey, even Cezzna does it.  On the other hand, bo= th Cirrus and the Corvalis don't have the feature, so....?
Gary C= asey

Looking for advice for this problem.  Oil coo= ler door may help a little but the trade off of oil temp increase vs CHT in= crease 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 lef= t side because turbulence here will decrease the airflow to the top left si= de of the engine.  One person indicated he did this with a IVP and ach= ieved a 20 degree drop in EGT by doing this. 
 
Anyone else have experience with that?
 
Thanks in advance and to those who have = sent congratulatory emails.
 
Regards= ,
 
John Barrett, CEO
=
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