From: JOSCALES@aol.com
Message-ID: <ac.5a52b6c.26618b57@aol.com>
Date: Sat, 27 May 2000 16:34:31 EDT
Subject: Tech help
To: lancair.list@olsusa.com
Mime-Version: 1.0

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During the latest flight in my Super ES I noticed the ammeter fluctuating 
quite a bit.  This was happening even though I was not adding or taking away 
any electrical load.  The voltmeter was not showing any abnormal activity.  
When I did make some electrical changes (pitot heat, landing lights, other 
stuff) the ammeter didn't seem to act appropriately.  I have a VM1000 display 
and have had problems with it at different times.  I have not done any load 
changing with the engine not running.  I will be doing that soon to see how 
the ammeter acts.  I'm afraid I have to show my ignorance by asking if anyone 
has any suggestions for this situation.

My second question concerns engine oil temperature.  The IO550G2B has about 
60 hours on it, does not use oil, was broken in by the Lancair test pilot per 
Continental guidelines and performs well.  At cruise the oil temperature runs 
in the 190-195 range.  The book talks about oil temps in the 170-185 range at 
cruise with a red line of 230.  My climb temps are normally in the 200-210 
range on hot days with the temp coming back down shortly after reaching 
cruise altitude.  I could do some ducting or scooping to get more air to the 
cooler but would rather not add the drag if the temps I'm seeing are not a 
problem.  I would appreciate any input I can get.

My last area for discussion deals with leaning.  My conversation with the 
Continental rep at SNF leads me to believe that I can run the engine (below 
75% power) at 100 F lean of peak for best economy.  I was told regular cruise 
would be 50 F rich of peak and best power should be 125 F rich of peak.  My 
local flying buddy "experts" are aghast at the 100 F lean figure and point 
out that fuel costs are not much compared to early overhaul costs caused by 
the engine not getting the correct fuel. I am interested in knowing what 
other pilots are doing in this area.  I am prompted mainly by not being able 
to obtain the book fuel burn figures as well as the figures that Lancair and 
some other owners are saying they get.  Again, any input would be 
appreciated.  In looking at the costs, the difference between the "book" 
numbers and what I am using is only about 1-1 1/2 GPH (or about $3.50).

Thanks for your help.

Jim Scales
98AF
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