X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from elasmtp-galgo.atl.sa.earthlink.net ([209.86.89.61] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTP id 7088181 for lml@lancaironline.net; Mon, 11 Aug 2014 07:14:40 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.61; envelope-from=colyncase@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=smY1YDh3ZihHEvIkaEyS184J1Pz6kh5EYmOOy8s49YrnJCSUX8POw0Lua2m6FWkL; h=Received:Content-Type:Mime-Version:Subject:From:In-Reply-To:Date:Content-Transfer-Encoding:Message-Id:References:To:X-Mailer:X-ELNK-Trace:X-Originating-IP; Received: from [71.241.129.14] (helo=[192.168.1.24]) by elasmtp-galgo.atl.sa.earthlink.net with esmtpa (Exim 4.67) (envelope-from ) id 1XGnYD-00075O-7W for lml@lancaironline.net; Mon, 11 Aug 2014 07:14:05 -0400 Content-Type: text/plain; charset=us-ascii Mime-Version: 1.0 (Apple Message framework v1085) Subject: Re: [LML] TSIO 550 Climb profile From: Colyn Case In-Reply-To: Date: Mon, 11 Aug 2014 07:14:04 -0400 Content-Transfer-Encoding: quoted-printable Message-Id: References: To: "Lancair Mailing List" X-Mailer: Apple Mail (2.1085) X-ELNK-Trace: 63d5d3452847f8b1d6dd28457998182d7e972de0d01da940bb1b240fcc984ddc83445a1d20df32eb350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 71.241.129.14 no. Part of what you may be seeing is that there's a mixture boost near = the high end of the throttle setting. So, ironically, reducing the = throttle for cruise climb can actually be harder on the engine. Colyn On Aug 10, 2014, at 4:57 PM, Jay Phillips wrote: I'm going to have to take back what I said about climb speeds, at least conditionally. For comparison, the general take-off and climb profile I use is as = follows: Take-off: 2700 RPM, full-rich mixture, WOT, yields 38.5" MP, and about = 42 gph fuel flow. I stay with this until I reach 1500' AGL, then reduce RPM = to 2500 and Throttle to 31.5" MAP. I then climb using these settings and = 165 IAS until I reach cruise altitude. I struggle to keep the hottest = cylinders (#3 & #4) below 400F. Total flight time from lift-off to 17,500' MSL (starting at 5,100' AGL field elevation) is typically 20-22 minutes at = an average burn rate of about 25 gph. This morning I performed a test: at 1500' AGL I reduced RPM to 2500, but left WOT and full-rich mixture. I set the AP for 145 IAS climb to 17,500 = MSL (starting at 5100' field elevation). Total flight time was 11:05. Fuel = burn average was around 35 gph. The best part? Hottest cylinder (#3) never = went over 380F. 25 gph for 20 minutes =3D 8.3 gallons. 35 gph for 11 minutes =3D 6.4 gallons. So the WOT climb profile is faster, burns less fuel, and keeps the = cylinders cooler. Anyone see anything wrong with this? Jay Phillips -----Original Message----- From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of = Jay Phillips Sent: Thursday, August 07, 2014 4:28 AM To: Lancair Mailing List Subject: [LML] Re: High CHTs on #2, TSIO 550 Thomas, I had a similar problem when I first bought my IV-P - #2 ran hot during climb, and I could alleviate it a bit by partially closing the oil = cooler door. The back side of the #2 cylinder is right up against the forward side of = the oil cooler. It doesn't leave much room for airflow. I had a modification installed (don't know what it is called, but any shop knowledgeable on IV-P's should know what it is) that added some concavity to the front = side of the oil cooler, providing more room for airflow around the back of = the #2 cylinder. In my case, at the same time we discovered I had a burned exhaust valve = on the #2 cylinder. Whether that was related or not I'll leave to the = engine experts. We also changed the baffling around the prop hub to better = control the airflow. After all was said and done (including an engine overhaul - different problem) my #2 CHT now behaves and #'s 1,2, 5, and 6 are = pretty close in CHT. #'s 3 and 4 are now my warmest. I still don't have it = where I want it but it is a lot better. I think your IAS during climb is too low. Try using 165 or 175 IAS for = climb speed and see how that affects things. Using 165 I used to have to level = off at about 13,000' to allow the airspeed to climb and provide cooling air = and time to bring my CHT back down. Once it was trending downwards I would continue the climb. You don't mention your MP during climb. I used to (and still do = sometimes) used 31.5" during climb. One suggestion I received was to continue = climbing at WOT. That helped a lot although it uses a lot of fuel. I've also = tried lowering power to somewhere between 27.5" - 29.5" - that also helps. If you haven't already you should check compression and put a borescope = into #2 to make sure something else isn't going on. Jay Phillips -----Original Message----- From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Thomas Whalen Sent: Wednesday, August 06, 2014 1:20 PM To: Lancair Mailing List Subject: [LML] High CHTs on #2, TSIO 550 I have been fighting 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 seals up to the top cowl but not down to the bottom. I have seen it the reverse of that as well. If close the oil = cooler door the CHT will drop 5dg at times.=20 This was a factory new engine.=20 Any suggestions? Thomas Whalen N444TW -- For archives and unsub = http://mail.lancaironline.net:81/lists/lml/List.html -- For archives and unsub = http://mail.lancaironline.net:81/lists/lml/List.html -- For archives and unsub = http://mail.lancaironline.net:81/lists/lml/List.html