X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 11 Aug 2014 07:13:23 -0400 Message-ID: X-Original-Return-Path: Received: from homiemail-a114.g.dreamhost.com ([208.113.200.129] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTP id 7087742 for lml@lancaironline.net; Sun, 10 Aug 2014 17:25:43 -0400 Received-SPF: none receiver=logan.com; client-ip=208.113.200.129; envelope-from=r.rickard@rcginc-us.com Received: from homiemail-a114.g.dreamhost.com (localhost [127.0.0.1]) by homiemail-a114.g.dreamhost.com (Postfix) with ESMTP id DD3F2600CF204 for ; Sun, 10 Aug 2014 14:25:09 -0700 (PDT) Received: from [192.168.200.58] (24-107-84-134.dhcp.stls.mo.charter.com [24.107.84.134]) (Authenticated sender: r.rickard@rcginc-us.com) by homiemail-a114.g.dreamhost.com (Postfix) with ESMTPA id 972C9600CF200 for ; Sun, 10 Aug 2014 14:25:09 -0700 (PDT) Subject: Re: [LML] Re: High CHTs on #2, TSIO 550 References: From: Bob Rickard Content-Type: multipart/alternative; boundary=Apple-Mail-33F59D96-79E6-4BAD-BCD1-D310EB094998 X-Mailer: iPad Mail (11D257) In-Reply-To: X-Original-Message-Id: <2D03F509-799E-499E-B4D8-A5606639E13E@rcginc-us.com> X-Original-Date: Sun, 10 Aug 2014 16:25:08 -0500 X-Original-To: Lancair Mailing List Content-Transfer-Encoding: 7bit Mime-Version: 1.0 (1.0) --Apple-Mail-33F59D96-79E6-4BAD-BCD1-D310EB094998 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: quoted-printable As a sidebar conversation, I was taught to keep oil temp at 180 in flight th= rough slight adjustment of the oil door. Typically at level off in low 20's= have to close the door a bit to do this. =20 I think the theory behind this is to keep a constant oil pressure (48-49 psi= in TSIO-550) through constant temperature. Is this common, or an old wives tale? Bob R On Aug 10, 2014, at 3:56 PM, "pete@leapfrogventures.com" wrote: That is correct. However, the only time you need to close the oil door is wh= en temps are really cold, which means your CHTs are on the cool side as well= , so it works just fine in both hot and cold scenarios.=20 Pete=20 On Aug 9, 2014, at 5:18 AM, Colyn Case wrote: Pete, am I correct that that only works if your oil cooler door is open? On Aug 8, 2014, at 1:24 PM, pete@leapfrogventures.com wrote: That would be the one. Far superior to the blister approach IMHO. =20 Pete =20 From: Mark Sletten [mailto:mwsletten@gmail.com]=20 Sent: Thursday, August 07, 2014 2:00 PM Subject: Re: [LML] Re: High CHTs on #2, TSIO 550 =20 Is this the photo? =20 http://mail.lancaironline.net:81/lists/lml/Message/61891.html?Language=3D =20 --Mark =20 On Thu, Aug 7, 2014 at 3:17 PM, pete@leapfrogventures.com wrote: You need to install a scoop inside the oil cooler to get the air around and o= n the bottom back side of #2. If you look closely, you will notice that the= depth of the gap between fins at the horizontal sides of each cylinder is n= ot symmetric. It has depth between them on one side of the cylinder, but no= t on the other. On #2, the zero depth side is up against the oil cooler, so= no air gets around to the bottom. I tried the blister idea some have used,= but found the scoop to be far superior. #2 is no longer my hottest, even o= n climbout - all cylinders are now within 20 degrees of each other. I poste= d photos of it a few years ago, but can't seem to find my original. Pete -----Original Message----- From: Thomas Whalen [mailto:thomasjwhalen@att.net] Sent: Wednesday, August 06, 2014 1:20 PM Subject: High CHTs on #2, TSIO 550 I have been fighting for over a year to try to keep the #2 CHT below 400 dg o= n the climb. It has hit as high as 430. I leave it full rich and climb at 14= 0kts. When I level off, I then LOP and then #1 cools off. I have the Lancair= baffles and RTV the gaps with the engine and have a good baffle seal. I eve= n covered my 3rd intercooler and that only helped a little. Behind the prop t= he baffle seals up to the top cowl but not down to the bottom. I have seen i= t the reverse of that as well. If close the oil cooler door the CHT will dro= p 5dg at times. This was a factory new engine. Any suggestions? Thomas Whalen N444TW -- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html =20 --Apple-Mail-33F59D96-79E6-4BAD-BCD1-D310EB094998 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
As a sidebar conversation, I was taugh= t to keep oil temp at 180 in flight through slight adjustment of the oil doo= r.  Typically at level off in low 20's have to close the door a bit to d= o this.  

I think the theory behind this is to= keep a constant oil pressure (48-49 psi in TSIO-550) through constant tempe= rature.

Is this common, or an old wives tale?
=

Bob R

On Aug 10, 2014, at 3:56 PM, "pete@leapfrogventures.com" <pete@leapfrogventures.com>= wrote:

That is correct. However, the only time you need= to close the oil door is when temps are really cold, which means your CHTs a= re on the cool side as well, so it works just fine in both hot and cold scen= arios. 

Pete 

On Aug 9, 2014, at 5:18 AM, Col= yn Case <colyncase@earthlink.n= et> wrote:

Pete, am I c= orrect that that only works if your oil cooler door is open?

On Aug 8, 2014, at 1:24 PM, = pete@leapfrogventures.com wrote:

That would be the one.  Far superior to t= he blister approach IMHO.
 
P= ete
 
From:=  Mark Sletten [mailto:mwsletten@gmail.com] 
Sent: Thursday= , August 07, 2014 2:00 PM
Subject:=  Re: [LML] Re: H= igh CHTs on #2, TSIO 550
 =
Is this the photo?
&n= bsp;
&nbs= p;
--Mark
<= /div>

 

On Thu, A= ug 7, 2014 at 3:17 PM, pete@leapfrogventures.com <pete@leapfro= gventures.com> wrote:
You need to install= a scoop inside the oil cooler to get the air around and on the bottom back s= ide of #2.  If you look closely, you will notice that the depth of the g= ap between fins at the horizontal sides of each cylinder is not symmetric. &= nbsp;It has depth between them on one side of the cylinder, but not on the o= ther.  On #2, the zero depth side is up against the oil cooler, so no a= ir gets around to the bottom.  I tried the blister idea some have used,= but found the scoop to be far superior.  #2 is no longer my hottest, e= ven on climbout - all cylinders are now within 20 degrees of each other. &nb= sp;I posted photos of it a few years ago, but can't seem to find my original= .

Pete


-----Original Message-----
From: Thomas Whalen [= mailto:thomasjwhalen@att.net]
Sent: Wednesday, Augus= t 06, 2014 1:20 PM
Subject: High CHTs on #2, TSIO 550

I have been f= ighting for over a year to try to keep the #2 CHT below 400 dg on the climb.= It has hit as high as 430. I leave it full rich and climb at 140kts. When I= level off, I then LOP and then #1 cools off. I have the Lancair baffles and= RTV the gaps with the engine and have a good baffle seal. I even covered my= 3rd intercooler and that only helped a little. Behind the prop the baffle s= eals up to the top cowl but not down to the bottom. I have seen it the rever= se of that as well. If close the oil cooler door the CHT will drop 5dg at ti= mes.
This was a factory new engine.
Any suggestions?

Thomas Wha= len
N444TW

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