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From: Neal George <ngeorge@continentalmotors.aero>
Subject: RE: [LML] Re: TSIO 550 Climb profile
Thread-Topic: [LML] Re: TSIO 550 Climb profile
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Jay et al -=20

Climbing at 2500-RPM, WOT and full mixture is not a problem...


neal
-----Original Message-----
From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Jay =
Phillips
Sent: Monday, August 11, 2014 9:33 AM
To: Lancair Mailing List
Subject: [LML] Re: TSIO 550 Climb profile

I'm signed up for the GAMI class in October. I will see what they say about=
 it and report back here. I'll also ask Neal George what Continental thinks=
 of it.

Jay Phillips

-----Original Message-----
From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Bob =
Rickard
Sent: Monday, August 11, 2014 4:14 AM
To: Lancair Mailing List
Subject: [LML] Re: TSIO 550 Climb profile

Not to hijack the thread, but what do the engine experts say about reducing=
 RPM only at WOT? I seem to remember that moves Thetapp to a bad place and =
increases cyl pressure higher than ideal. =20

Would love to hear what the Experts say

Bob R

On Aug 10, 2014, at 3:57 PM, "Jay Phillips" <jayph@fastairplane.net> wrote:

I'm going to have to take back what I said about climb speeds, at least con=
ditionally.

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 g=
ph 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 I=
AS 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 (start=
ing 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 le=
ft 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 bur=
n average was around 35 gph. The best part? Hottest cylinder (#3) never wen=
t 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 cylinder=
s 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 cli=
mb, 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 th=
e 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 t=
he oil cooler, providing more room for airflow around the back of the #2 cy=
linder.

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 e=
xperts. We also changed the baffling around the prop hub to better control =
the airflow. After all was said and done (including an engine overhaul - di=
fferent problem) my #2 CHT now behaves and #'s 1,2, 5, and 6 are pretty clo=
se in CHT. #'s 3 and 4 are now my warmest. I still don't have it where I wa=
nt it but it is a lot better.

I think your IAS during climb is too low. Try using 165 or 175 IAS for clim=
b 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 int=
o
#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 Thom=
as 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 Lan=
cair 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 bot=
tom. I have seen it the reverse of that as well. If close the oil cooler do=
or the CHT will drop 5dg at times.=20
This was a factory new engine.=20
Any suggestions?

Thomas Whalen
N444TW
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