X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 30 May 2012 12:01:44 -0400 Message-ID: X-Original-Return-Path: Received: from mail-pz0-f52.google.com ([209.85.210.52] verified) by logan.com (CommuniGate Pro SMTP 5.4.5) with ESMTPS id 5566962 for lml@lancaironline.net; Tue, 29 May 2012 20:24:53 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.210.52; envelope-from=billhogarty@gmail.com Received: by dano14 with SMTP id o14so5954961dan.25 for ; Tue, 29 May 2012 17:24:16 -0700 (PDT) Received: by 10.68.210.143 with SMTP id mu15mr43572960pbc.0.1338337456811; Tue, 29 May 2012 17:24:16 -0700 (PDT) X-Original-Return-Path: Received: from [192.168.5.112] (ip-64-134-228-234.public.wayport.net. [64.134.228.234]) by mx.google.com with ESMTPS id rj4sm24442131pbc.30.2012.05.29.17.24.13 (version=TLSv1/SSLv3 cipher=OTHER); Tue, 29 May 2012 17:24:15 -0700 (PDT) Subject: Re: [LML] Re: boost pump for engine cooling 4P References: From: Bill Hogarty Content-Type: multipart/alternative; boundary=Apple-Mail-AB104446-B6D4-4E99-9D89-461829BE6932 X-Mailer: iPad Mail (9B206) In-Reply-To: X-Original-Message-Id: X-Original-Date: Tue, 29 May 2012 17:24:11 -0700 X-Original-To: Lancair Mailing List Content-Transfer-Encoding: 7bit Mime-Version: 1.0 (1.0) --Apple-Mail-AB104446-B6D4-4E99-9D89-461829BE6932 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=utf-8 Just a stray thought in passing. Have you run the GAMI fuel flow test. If n= ot, you might find some info there. Bill H On May 29, 2012, at 8:09 AM, wrote: > Colyn, > =20 > Thank you for your input. I will turn up my fuel flow some more=E2=80=A6 > =20 > The temperature spread became smaller since I cranked up the fuel flow and= used the boost pump (but maybe I just did not allow the temp spread to get b= igger by using the boost pump). > =20 > My EGT from 1 to 4 are almost identical =E2=80=93 only 5 and 6 are slightl= y lower. > =20 > I built a plenum for engine cooling and tried to do an anal job in followi= ng Fred Moreno=E2=80=99s guidelines. The only thing different about CHT 4 is= that there is a lot installation congestion on top (3 hoses from the front t= o the back, the dip stick and spark plug cables). The bottom air guides look= fine too. > =20 > When we did the annual inspection we paid special attention to the #4 inje= ctor =E2=80=93 nothing there. > =20 > I cannot come up with an explanation why #4 is warmer with 32 MAP. Especia= lly since LOP #1 and #2 are the warmest and with 38 MAP 2700 rpm the temp sp= read goes away. > =20 > Ralf > From: Colyn Case [mailto:colyncase@earthlink.net]=20 > Sent: Saturday, May 26, 2012 3:35 PM > To: lml@lancaironline.net > Subject: Re: [LML] boost pump for engine cooling 4P > =20 > Ralf, > =20 > I actually have my fuel set at 45gph @2750/38. That is the extreme high e= nd of the range. > ..so one angle might be to add another 1.5 gph or so to your fuel flow. =20= > =20 > However, from everything else you are saying, it seems like you would want= to find out what is going on with cylinder #4. > Do you have the airguides that hold the flow through the fins until the ve= ry bottom of the cylinder? > Is that cylinder slightly leaner than the others? > =20 > =20 > On May 25, 2012, at 9:59 AM, wrote: >=20 >=20 > Dear subscribers, > =20 > A while back I reported a warmer cylinder 4 during climb at 32 MAP and 250= 0 rpm. Lynn recommended I could test high boost during climb and see if it m= akes a difference. > =20 > In the mean time I cranked up my fuel pump by approx. 1 GPH. At take-off I= see now 42.5 GPH at 38.4 MAP 2680 rpm (on a TSIO550 B which is rated for 38= MAP at 41=E2=80=A643GPH according to my manual). > =20 > In climb under full rpm/MAP engine stays very nice and cool. > =20 > Climb 2500 rpm with 32MAP: all EGTs show the same, after increasing the fu= el flow all CHTs stay generally a bit cooler but CHT 4 is still the one that= runs a little warmer. During climb when CHT4 approached 380 I turned the hi= gh boost on =E2=80=93 the CHT went down by approx. 10 degrees back into the 3= 60=E2=80=99s. During the climb to 18000 I had the boost pump on 3 times for m= ay be 2 min each time. The Fuel flow increased from 30.5 to 33 GPH. I climbe= d with +-170 kts at 1000 fpm. This is new: usually I was never able to get t= he CHT down in climb unless I decreased the climb rate. > =20 > Question: is it a reasonable practice to use the high boost for engine coo= ling? How long can it run in high boost without getting damaged? > =20 > Craig reported earlier that he had his fuel pump modified to feed more fue= l under partial power =E2=80=93 this sounds complicated and expensive and if= I don=E2=80=99t have to I would rather not go there. > =20 > Thanks for you input > =20 > Ralf > =20 > =20 > =20 > > -- > For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.htm= l --Apple-Mail-AB104446-B6D4-4E99-9D89-461829BE6932 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=utf-8
Just a stray thought in pa= ssing.  Have you run the GAMI fuel flow test.  If not, you might f= ind some info there.

Bill H




On May 29, 2012, at 8:09 AM, <bronnenmeier@GROBSYSTEMS.COM> wrote:

Colyn,

 

Thank you for your input. I will turn u= p my fuel flow some more=E2=80=A6

 

The temperature spread became smaller since I c= ranked up the fuel flow and used the boost pump (but maybe I just did not al= low the temp spread to get bigger by using the boost pump).

 

My EGT from 1 to 4 ar= e almost identical =E2=80=93 only 5 and 6 are slightly lower.

 

I built a plenum fo= r engine cooling and tried to do an anal job in following Fred Moreno=E2=80=99= s guidelines. The only thing different about CHT 4 is that there is a lot in= stallation congestion on top (3 hoses from the front to the back, the dip st= ick and spark plug cables). The bottom air guides look fine too.<= /span>

 =

When we did the a= nnual inspection we paid special attention to the #4 injector =E2=80=93 noth= ing there.

 

I cannot come up with an explanation why #4 is warmer with 32 MAP. Espe= cially since LOP #1 and #2 are the warmest and with 38 MAP 2700 rpm the temp= spread goes away.

 

Ralf

From: Colyn Case [mailto:colyncase@earthli= nk.net]
Sent: Saturday, May 26, 2012 3:35 PM
To: lml@lancaironline.net
Subject:<= /b> Re: [LML] boost pump for engine cooling 4P

 

Ralf,=

 

<= p class=3D"MsoNormal">I actually have my fuel set at 45gph @2750/38.   T= hat is the extreme high end of the range.

..so one angle might be to add another 1.5 gph or so to your fue= l flow.   

&n= bsp;

However, from everything els= e you are saying, it seems like you would want to find out what is going on w= ith cylinder #4.

Do you have= the airguides that hold the flow through the fins until the very bottom of t= he cylinder?

Is that cylinde= r slightly leaner than the others?

 

 

On May 25, 2012, at 9:59 AM, <bronnenmeier@GROBSYSTEMS.COM= > <bronnenmeier@GROBSY= STEMS.COM> wrote:



=

Dear subscribers,

 <= o:p>

A while b= ack I reported a warmer cylinder 4 during climb at 32 MAP and 2500 rpm. Lynn= recommended I could test high boost during climb and see if it makes a diff= erence.

&n= bsp;

In t= he mean time I cranked up my fuel pump by approx. 1 GPH. At take-off I see n= ow 42.5 GPH at 38.4 MAP 2680 rpm (on a TSIO550 B which is rated for 38 MAP a= t 41=E2=80=A643GPH according to my manual).

=

 

In climb under full rpm/MAP engine stays ve= ry nice and cool.

 

Climb 2500 rpm with 32MAP: all EGTs show the same, after increasing t= he fuel flow all CHTs stay generally a bit cooler but CHT 4 is still the one= that runs a little warmer. During climb when CHT4 approached 380 I turned t= he high boost on =E2=80=93 the CHT went down by approx. 10 degrees back into= the 360=E2=80=99s. During the climb to 18000 I had the boost pump on 3 time= s for may be 2 min each time. The Fuel flow increased from 30.5 to 33 GPH. I= climbed with +-170 kts at 1000 fpm.  This is new: usually I was never a= ble to get the CHT down in climb unless I decreased the climb rate.

 =

Question: is it a r= easonable practice to use the high boost for engine cooling? How long can it= run in high boost without getting damaged?

=

 

Craig reported earlier that he had his fuel= pump modified to feed more fuel under partial power =E2=80=93 this sounds c= omplicated and expensive and if I don=E2=80=99t have to I would rather not g= o there.

&n= bsp;

Than= ks for you input

 

Ralf

 

&nb= sp;

 = ;

<= ;Picture 422 (Small).jpg>
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