X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 19 Apr 2012 08:07:26 -0400 Message-ID: X-Original-Return-Path: Received: from mta11.charter.net ([216.33.127.80] verified) by logan.com (CommuniGate Pro SMTP 5.4.4) with ESMTP id 5487755 for lml@lancaironline.net; Wed, 18 Apr 2012 17:12:25 -0400 Received-SPF: pass receiver=logan.com; client-ip=216.33.127.80; envelope-from=farnsworth@charter.net Received: from imp10 ([10.20.200.15]) by mta11.charter.net (InterMail vM.8.01.05.02 201-2260-151-103-20110920) with ESMTP id <20120418211150.AHO10966.mta11.charter.net@imp10> for ; Wed, 18 Apr 2012 17:11:50 -0400 Received: from karen305d6aa99 ([96.32.82.24]) by imp10 with smtp.charter.net id zZBp1i00D0XV3AQ05ZBpC1; Wed, 18 Apr 2012 17:11:49 -0400 X-Authority-Analysis: v=1.1 cv=JYQIUidRAECiNa+jsiaNMIhYElg3H2WoMKCJIGO75f4= c=1 sm=1 a=xDuPVw_dYREA:10 a=yUnIBFQkZM0A:10 a=iJQyNv5OtPD1cCIz+vZOPA==:17 a=Ia-xEzejAAAA:8 a=bPAFhyeKAAAA:8 a=8vJ9gL1dkPiz9EDZ40AA:9 a=bu3bOpyChfzwL0rbfRcA:7 a=CjuIK1q_8ugA:10 a=JYv1iE77PYUA:10 a=EzXvWhQp4_cA:10 a=P71oZRNiEBIA:10 a=Kck7i7yBrXQuApPN:21 a=KuHpE6L5IIFcf3rZ:21 a=yMhMjlubAAAA:8 a=SSmOFEACAAAA:8 a=Cso7Q6TFY1cJO51tGp4A:9 a=kHHMJVFJ0OZPd-4FjqcA:7 a=gKO2Hq4RSVkA:10 a=UiCQ7L4-1S4A:10 a=hTZeC7Yk6K0A:10 a=iJQyNv5OtPD1cCIz+vZOPA==:117 From: "Lynn Farnsworth" X-Original-To: "'Lancair Mailing List'" References: In-Reply-To: Subject: RE: [LML] Re: TSIO 550 Hot #2 cylinder X-Original-Date: Wed, 18 Apr 2012 17:11:48 -0400 X-Original-Message-ID: <009501cd1da7$de6e31c0$9b4a9540$@net> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0096_01CD1D86.575C91C0" X-Mailer: Microsoft Office Outlook 12.0 Content-Language: en-us Thread-Index: Ac0dmmT7FtxmIljaRbaRpO8qhKXA9wACuygw This is a multipart message in MIME format. ------=_NextPart_000_0096_01CD1D86.575C91C0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Colyn, Ralf did not say that this occurred on takeoff or at low altitude with low airspeed, so even if the engine ended up with an overly rich mixture and ceased running, just turn the boost pump off and revert to the previous fuel air mixture. With a bit of altitude and 160 to 180 knots I do not see how there could be any chance of fatalities resulting. I have used this high boost pump procedure, with the resulting increase in fuel flow, to remedy increasing CHTs more than once. Make sure it is the HIGH boost you turn on and not the low. In many cases turning on the LOW boost pump will cause a slight decrease in fuel flow and will compound the problem of CHT increasing because of too lean of a mixture to the cylinders involved. Lynn From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Colyn Case Sent: Wednesday, April 18, 2012 3:35 PM To: lml@lancaironline.net Subject: [LML] Re: TSIO 550 Hot #2 cylinder Lynn, Is it a sure thing that you would not get into the fatally rich scenario doing this? Colyn On Apr 18, 2012, at 11:00 AM, Lynn Farnsworth wrote: Ralf, If you think the high CHT is being caused by lean mixture at 32" MP with the mixture full rich, try this; turn on the high boost fuel pump. This will normally increase the fuel flow by 4 to 5 GPH. If this keeps your #4 CHT down your have validated your suspicion. If you have GAMI injectors you can try replacing the current injector with one that allows more fuel to that cylinder. Turning on the high boost for a temporary condition it an inexpensive remedy. Just a thought. Lynn From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Craig Berland Sent: Tuesday, April 17, 2012 4:55 PM To: lml@lancaironline.net Subject: [LML] Re: TSIO 550 Hot #2 cylinder Ralf, I had the exact same situation on my IV-P. At full power (2700 rpm; 38 inHg; 43 gph) my engine ran nice and cool. At all LOP conditions, my engine ran nice and cool. I define nice and cool as below 380 degF. At full rich and 65% to 95% power, my engine ran hot because it was "too lean" at full rich. I went out and fuel mapped my engine from 2200 rpm to 2700 rpm and 22 inHg to 38 inHg. I didn't fill in all the boxes but most of them. I did not run high MAP at the lower rpm's. When I plotted out the data, using my best estimate for power at each setting, my suspicion was confirmed. The fuel system was running about 3-4 gph lean at the reduced power settings when full rich. The solution was a bit radical. I worked with Dave Dewell at Great Planes Fuel Metering and he modified my fuel cam to fix the problem. In the process, we correlated my flight data to his test stand data. This process is not for the weak of heart but my engine now runs cool at all power settings. Dave Dewell Great Planes Fuel Metering ddgpfm@tulsacoxmail.com 918 695 4356 Craig Berland N7VG Dear subscribers, Since we are talking about hot cylinders I got one question that bothers me: I have a plenum and I tried to do a very anal job in sealing all the leaks around the engine - I followed Fred Moreno's instructions there. I have different temperature patterns amongst the cylinders for different situations. LOP cruise: #2 is the warmest and is usually between 330 and 370 depending on altitude, humidity, fuel flow etc. - always very cool no issue at all Climb 32" MAP, 2500 1/min, full rich : cylinder 4 wants to get warm and I keep the airspeed around 180 in order to stay below 400F. This is the situation I am not really happy about - if I don't pay attention on a warm day the #4 will get above 400F Climb 2500 1/min, full rich, full throttle: even temperature profile amongst the cylinders. Engine runs generally cooler and airplane climbs faster. I tried to watch the EGTs and see if #4 is running lean but I could not tell a difference in the EGT. #4 has the dip stick pipe and more hoses that could influence airflow. Any idea why #4 is warmer at 32"? Thanks for your help Ralf ------=_NextPart_000_0096_01CD1D86.575C91C0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Colyn,

 

Ralf did not say that this occurred on takeoff or at low altitude with low airspeed, so even if the engine ended up with an = overly rich mixture and ceased running, just turn the boost pump off and revert to = the previous fuel air mixture. With a bit of altitude and 160 to 180 knots I = do not see how there could be any chance of fatalities resulting. =

 

I have used this high boost pump procedure, with the = resulting increase in fuel flow, to remedy increasing CHTs more than once. =

 

Make sure it is the HIGH boost you turn on and not the = low. In many cases turning on the LOW boost pump will cause a slight decrease in = fuel flow and will compound the problem of CHT increasing because of too lean = of a mixture to the cylinders involved.

 

Lynn

 

From:= Lancair = Mailing List [mailto:lml@lancaironline.net] On Behalf Of Colyn Case
Sent: Wednesday, April 18, 2012 3:35 PM
To: lml@lancaironline.net
Subject: [LML] Re: TSIO 550 Hot #2 cylinder

 

Lynn,

 

Is it a sure thing that you would not get into the = fatally rich scenario doing this?

 

Colyn

 

On Apr 18, 2012, at 11:00 AM, Lynn Farnsworth = wrote:



Ralf,=

 =

If you think the high CHT is being caused by lean mixture = at 32” MP with the mixture full rich, try this; turn on the high = boost fuel pump. This will normally increase the fuel flow by 4 to 5 GPH. If this = keeps your #4 CHT down your have validated your suspicion.=

 =

If you have GAMI injectors you can try replacing the = current injector with one that allows more fuel to that cylinder. =   =

 =

Turning on the high boost for a temporary condition it an inexpensive remedy. =

 =

Just a thought.

 =

Lynn      =

 =

From:=  Lancair = Mailing List [mailto:lml@lancaironline.net] On Behalf Of Craig = Berland
Sent: Tuesday, = April 17, 2012 4:55 PM
To: lml@lancaironline.net
Subject: [LML] = Re: TSIO 550 Hot #2 cylinder=

 =

Ralf,=

 =

I had the exact same situation on my IV-P.  At full = power (2700 rpm; 38 inHg; 43 gph) my engine ran nice and cool.  At all = LOP conditions, my engine ran nice and cool.  I define nice and cool as = below 380 degF.  At full rich and 65% to 95% power, my engine ran hot = because it was “too lean” at full rich.  I went out and fuel = mapped my engine from 2200 rpm to 2700 rpm and 22 inHg to 38 inHg. I didn’t = fill in all the boxes but most of them.  I did not run high MAP at the = lower rpm’s.  When I plotted out the data, using my best estimate = for power at each setting, my suspicion was confirmed.  The fuel system = was running about 3-4 gph lean at the reduced power settings when full = rich.  The solution was a bit radical.  I worked with Dave Dewell at Great = Planes Fuel Metering and he modified my fuel cam to fix the problem.  In = the process, we correlated my flight data to his test stand data.  This process is not for the weak of heart but my engine now runs cool at all = power settings.=

 =

Dave Dewell

Great Planes Fuel Metering

918 695 4356

 =

Craig Berland

N7VG=

 =

 =

Dear subscribers,

 =

Since we are talking about hot cylinders I got one = question that bothers me:=

I have a plenum and I tried to do a very anal job in = sealing all the leaks around the engine – I followed Fred Moreno’s = instructions there.=

I have different temperature patterns amongst the = cylinders for different situations.=

LOP cruise: #2 is the warmest and is usually between 330 = and 370 depending on altitude, humidity, fuel flow etc. – always very cool = no issue at all=

Climb 32” MAP, 2500 1/min, full rich : cylinder 4 = wants to get warm and I keep the airspeed around 180 in order to stay below 400F. = This is the situation I am not really happy about – if I don’t pay attention on a warm day the #4 will get above 400F=

Climb 2500 1/min, full rich, full throttle: even = temperature profile amongst the cylinders. Engine runs generally cooler and airplane = climbs faster.=

 =

I tried to watch the EGTs and see if #4 is running lean = but I could not tell a difference in the EGT. #4 has the dip stick pipe and = more hoses that could influence airflow.

 =

Any idea why #4 is warmer at 32”?=

 =

Thanks for your help

 =

Ralf=

 

------=_NextPart_000_0096_01CD1D86.575C91C0--