Sender: <marv@lancaironline.net>
To: lml@lancaironline.net
Date: Tue, 03 Jun 2008 12:18:02 -0400
Message-ID: <redirect-2951523@logan.com>
Received-SPF: none
 receiver=logan.com; client-ip=216.200.145.38; envelope-from=bknotts@buckeye-express.com
From: "F. Barry Knotts" <bknotts@buckeye-express.com>
Reply-To: bknotts884@earthlink.net
User-Agent: Thunderbird 2.0.0.14 (Windows/20080421)
MIME-Version: 1.0
Subject: [LML] Heat issues with a IV-P / TSIO-550E
Content-Type: text/plain; charset=ISO-8859-1; format=flowed
Content-Transfer-Encoding: 7bit

Engine gurus...I recently purchased a Lancair IV-P (N4XE) that was 
completed only about 70 hours ago.  The engine is a Performance Aero 
Engine rebuild of a stock Continental TSIO-550E.  The only modifications 
were "Garrett larger turbos," Performance Aero Engine stock compression 
ratio pistons, GAMI injectors, chrome induction system, balancing and 
blueprinting.  The prop is a Hartzell 3 blade SCIMITAR.  The aircraft 
was flown by many (including myself) during the first 70 hours and the 
engine performed well.  There has been a lot of tinkering with the 
engine setup during the first 70 hours.  While doing HPAT training in 
the last 6-8 hours the temps have rapidly (and all together) climbed 
into the caution range necessitating full rich mixture and reductions in 
power to avoid going through the 1750d F EGT ceiling.  The aircraft is 
at Lancair in Redmond and Tim Wilson and Tim Ong have been very diligent 
about working on the problem but have become stumped on how to proceed 
with shaking out the trouble.  Continental and Ron Munson at Performance 
Aero Engines have not been really helpful.  (Roughly: "Set it up by 
SID97-3D and it will run normally.")

The timing, unmetered and metered pressures, and fuel flow have all been 
set up according to Continental Service Directive SID97-3D.  All 
measurements have been through the Chelton engine monitor.  When at full 
rich and the manifold pressure increased the temps rise in unison (all 
14 of them, CHT's, EGT's and TIT's).  Fuel flow transducer K value has 
been checked and re-entered.  Baffling has been checked, but the rise in 
temperature is so rapid and consistent that Tim & Tim feel that it must 
be running lean somehow to show that temperature rise so quickly on 
advancement of the throttle.  They have suggested that the fuel 
pump/metering unit be sent for rebuild/calibration.  Although I'm not 
opposed to doing so, I thought I'd ask the experts here for any thoughts 
on things to check before taking that drastic step.

My concern is; if the compression ratio is stock, the timing accurate, 
and the fuel flow at top of the recommended range (41.7 - 43.4 gal/hr), 
and the temps out of range, then one of the measurements must be 
incorrect.  I'd like to check: RPM, manifold pressure, fuel flow and 
temps independently while the engine is running to determine if there is 
an indicator error through the Chilton EAU and display unit that is 
making setup inaccurate.

Now the question: How, and in what order, would you suggest checking out 
these parameters?  What else would you check? 

Thanks, in advance.  Any suggestions on or off the list!

Barry Knotts
L-IVP, building...and new owner of a completed IV-P
bknotts884@earthlink.net