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Hi Jeff,
I had something similar going on (perhaps) before I sent my new Performance
Engine off for overhaul (It's at BPE in Oklahoma now).
First the differences:
1. I did not document the changes as you have
2. I never flew above 12,000 feet because I had not completed pressurization
installation in the plane.
Similarities:
1. From first flight I was getting expected MAP results at all throttle
settings for maybe first 25 hours or so.
2. Then I started noticing that MAP would change a little bit during
altitude changes - if I climbed it would drop; descents would increase MAP.
I was constantly adjusting throttle settings for the last 20 or 30 hours of
flight time before I resorted to overhaul.
3. During these flight hours, I was becoming more and more aware that the
engine was making metal - aluminum to be precise - and this was showing up
as higher parts per million in the oil and visibly on the oil filter - the
elements looked like they were sprinkled with glitter - a tiny amount early
on and then more obviously as successive oil changes were accomplished. As
you can imagine I did about three or four of these at very frequent
intervals before I made the decision to pull the engine.
Further observation:
In the same time frame as the above, WOT on takeoff began to increase MAP to
the point that it was approaching 50" if left to its own devices. I was
becoming accustomed to easing back the throttle during takeoff run and
trying to keep MAP below 39".
Theories:
1. Perhaps a speck or two of the aluminum found its way into the waste gate
controller causing it to malfunction.
2. The controller just coincidentally started to malfunction
3. Something else entirely. (had no additional theories).
The controller and all other items that have oil going through them are
being overhauled at BPE so when the engine comes back from OK, I expect the
problem to have gone away and I likely will not have an answer to what was
the cause.
Regards,
John
-----Original Message-----
From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of
jeffrey liegner
Sent: Sunday, November 18, 2012 5:33 AM
To: lml@lancaironline.net
Subject: [LML] Unusual LIVP Manifold Pressure Reduction with Altitude Climb:
Why so much?
On a recent flight to Chicago, my MAP during WOT climb was normal and ample
all the way to cruise FL220, at which time I pulled throttle back to 31.5",
dialed down RPM to 2350 (which increases MAP some, so readjust) and "Big
Mixture Pull" to LOP 16.4gph. All very normal. Cabin Pressure 5 psid.
On my return, departing during 30*F temps and cleaning some overnight
rain-ice off the wings (via hanger heat), I climbed out of Chicago WOT and
had full MAP at departure, but then observed a decreasing MAP during climb
(numbers are below). Details below.
I leveled off at 17,500 and observed WOT ~31" MAP and RPM 2690, 32.3 gph,
all engine parameters normal. I did not reduce throttle, I dialed back RPM
to 2350, and observed MAP reduce to 24" (and cabin altitude climbed with 1.5
psid).
T/O WOT 38.5" RPM 2670 FF 43 gph
8000' WOT 37" RPM 2670 FF 41 gph
12000' WOT 36" RPM 2670 FF 38.5 gph Cabin 4.1 psid
15000' WOT 34" RPM 2680 FF 35.1 gph
16000' WOT 33"
17500' WOT 31.8" RPM 2690 FF 32.3 gph
adjusting into cruise settings:
17500' WOT 24" RPM 2350 FF 23.9 gph Cabin 1.5 psid
At home, I pulled the cowling, inspected everything, pressurized the
induction system, inspected the already clean filter, check the Alt Air
Door, checked turbos and waste gate controller (on bench), checked
compressions: everything normal and in great working condition.
Today I test flew back to 17,500' WOT max RPM (full rich) and observed the
same behavior. This excludes intake ice or frozen alternate air door.
Also found that if I diverted incoming bleed air (feet vs defrost), the MAP
remained same. As expected, if I occluded incoming air, MAP increased to
28" but cabin (of course) climbed to >12,500'. If I selected HOT air, MAP
remained same; if I selected COOL air, MAP rose 0.5". None of this is
surprising, siphoning off the Upper Deck pressure.
Interestingly, while at 17500', there was no change in MAP when the throttle
cable was moved from WOT (all in) to more than 2" throttle pulled out.
Descending back to 8000', the numbers were as above for that altitude, with
access to 37" MAP WOT and higher cabin psid. The plane has historically
been able to maintain >36.5" MAP WOT up to FL210 (or maybe a bit higher)
before MAP would start dropping off as turbos were max'ing out.
What suggestions can you make regarding this engine performance/behavior
issue?
Jeff L
LIVP
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