X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 29 Aug 2011 14:07:11 -0400 Message-ID: X-Original-Return-Path: Received: from smtp144.dfw.emailsrvr.com ([67.192.241.144] verified) by logan.com (CommuniGate Pro SMTP 5.4.1) with ESMTPS id 5107206 for lml@lancaironline.net; Mon, 29 Aug 2011 11:44:16 -0400 Received-SPF: none receiver=logan.com; client-ip=67.192.241.144; envelope-from=walter@advancedpilot.com Received: from localhost (localhost.localdomain [127.0.0.1]) by smtp24.relay.dfw1a.emailsrvr.com (SMTP Server) with ESMTP id DF7D618037D for ; Mon, 29 Aug 2011 11:43:39 -0400 (EDT) X-Virus-Scanned: OK Received: by smtp24.relay.dfw1a.emailsrvr.com (Authenticated sender: walter-AT-advancedpilot.com) with ESMTPSA id 96E2C180026 for ; Mon, 29 Aug 2011 11:43:39 -0400 (EDT) From: Walter Atkinson Mime-Version: 1.0 (Apple Message framework v1084) Content-Type: multipart/alternative; boundary=Apple-Mail-1--829515814 Subject: Re: [LML] LOP power settings X-Original-Date: Mon, 29 Aug 2011 09:43:36 -0600 In-Reply-To: X-Original-To: "Lancair Mailing List" References: X-Original-Message-Id: <35E77FB7-CB88-4A6A-BC08-24299F30590A@advancedpilot.com> X-Mailer: Apple Mail (2.1084) --Apple-Mail-1--829515814 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=windows-1252 Low TIT and high CHTs are diagnostic fro improperly advanced timing. I = suggest a careful check of the timing. Walter Atkinson On Aug 28, 2011, at 7:29 PM, = wrote: Dear subscribers, =20 Thanks to everybody to help me understand the LOP operations. The = Pelican articles helped a lot and Craig spend a lot of time writing = everything down for me. =20 I determined my TIT (which was surprisingly low) and I took all the = discussed power settings and ran them at 10000 and 18000. I waited = several minutes on each setting to make sure that I have stable = conditions. =20 In my table you can find the climb and all the power settings we = discussed so far. May be you have some recommendations after looking at = my data. =20 IAS and TAS I took from my steam gage =96 any corrections are welcome to = correct my numbers. =20 In climb (full fuel =96 just me) I forgot to turn on the boost pump =96 = this makes my CHT temps go up starting at 7000 ft. When I turn the = boost pump on everything usually stays below 385F. Since I am burning so = much fuel in climb I would be happy if you could recommend power = settings for the climb. =20 At 10000 I tried the recommended TCM MAX Cruise power settings and it = made my head temps slowly creep up. I stopped at 400F. And I even went = richer than TCM recommended. The temp spread between TIT max and TIT at = TCM max cruise was only 40F. It seems my engine does not like it =96 = have you experienced anything similar? It seems I am on the down slope = of the TIT curve but still around the peak of the CHT. =20 Unfortunately my IAS at 10000 were significantly lower that Jeff = Liegner=92s at 8000 in a previous posting L. =20 Some of the power settings gave me not a perfect smooth running engine =96= I probably should not call it rough. =20 I have the B version of the engine which is rated for 38 inHG. But it = just does not want to go up all the way. I tried to adjust the rpm at = the governor but it does not change much. The RPMs go up to 2700 on some = days most of the time they stay at 2670 or so. I never saw 38 inHG so = far =96 any comments? =20 Since the last max power test I put the gap seals on (4 tapes per = control surface from wings and wheels) and I coated the plane with Kiss = polymers. I think I see an improvement of 3 kts or so. How much the = plenum (with all the sealing recommendations from Fred Moreno) helped I = cannot tell because I don=92t have real before / after data. Between the = before / after rebuilt of the complete airplane the speed of the plane = increased by 20 to 25 kts (but I had huge holes and gaps in/around the = fuselage). =20 Static wicks: the outer one on the aileron vibrates a lot. The inner one = seems almost still. I lost already the two outer ones because they = unscrewed themselves. Do you use Loctide for yours or do I have an = extraordinary problem going on. The ones on the elevator I can=92t see = but they are still there so I assume they are fine. =20 Thanks for your help =20 Ralf =20 =20 =20 =20 -- For archives and unsub = http://mail.lancaironline.net:81/lists/lml/List.html --Apple-Mail-1--829515814 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=windows-1252 Low TIT and high CHTs are diagnostic fro improperly = advanced timing.  I suggest a careful check of the = timing.

Walter = Atkinson



Dear = subscribers,
 
Thanks to everybody to help me understand the LOP = operations. The Pelican articles helped a lot and Craig spend a lot of = time writing everything down for me.
 
I determined my TIT (which was = surprisingly low) and I took all the discussed power settings and ran = them at 10000 and 18000. I waited several minutes on each setting to = make sure that I have stable conditions.
 
In my table you can find the = climb and all the power settings we discussed so far.  May be you = have some recommendations after looking at my data.
 
IAS and TAS I took from my = steam gage =96 any corrections are welcome to correct my = numbers.
 
In climb (full fuel =96 just me) I forgot to turn on the = boost pump =96 this makes my CHT temps go up starting at 7000 ft. When = I  turn the boost pump on everything usually stays below 385F. = Since I am burning so much fuel in climb I would be happy if you could = recommend power settings for the climb.
 
At 10000 I tried the = recommended TCM MAX = Cruise power settings and it made my head temps slowly creep = up. I stopped at = 400F. And I even went richer than TCM recommended. The temp spread = between TIT max and TIT at TCM max cruise was only 40F. It seems my = engine does not like it =96 have you experienced anything similar? It = seems I am on the down slope of the TIT curve but still around the peak = of the CHT.
 
Unfortunately my IAS at 10000 were significantly lower = that Jeff Liegner=92s at 8000 in a previous posting L.
 
Some of the power settings gave me not a perfect smooth = running engine =96 I probably should not call it = rough.
 
I have the B = version of the engine which is rated for 38 inHG. But it just does not = want to go up all the way. I tried to adjust the rpm at the governor but = it does not change much. The RPMs go up to 2700 on some days most of the = time they stay at 2670 or so. I never saw 38 inHG so far =96 any = comments?
 
Since the last max power test I put the gap seals on (4 tapes per control = surface from wings and wheels) and I coated the plane with Kiss = polymers. I think I see an improvement of 3 kts or so. How much the = plenum (with all the sealing recommendations from Fred Moreno) helped I = cannot tell because I don=92t have real before / after data. Between the = before / after rebuilt of the complete airplane the speed of the plane = increased by 20 to 25 kts (but I had huge holes and gaps in/around the = fuselage).
 
Static wicks: the outer one on the aileron vibrates a lot. = The inner one seems almost still. I lost already the two outer ones = because they unscrewed themselves. Do you use Loctide for yours or do I = have an extraordinary problem going on. The ones on the elevator I can=92t= see but they are still there so I assume they are = fine.
 
Thanks for your = help