High CHTs on #2, TSIO 550

Submitted by Anonymous on

Forums: 

From: Thomas Whalen <thomasjwhalen [at] att.net>
Sender: <marv [at] lancaironline.net>
Subject: High CHTs on #2, TSIO 550
Date: Wed, 06 Aug 2014 16:19:31 -0400
To: <lml [at] lancaironline.net>

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.

This was a factory new engine.

Any suggestions?



Thomas Whalen

N444TW

High CHTs on #2, TSIO 550

Submitted by Anonymous on

From: Jay Phillips <jayph [at] fastairplane.net>
Sender: <marv [at] lancaironline.net>
Subject: RE: [LML] High CHTs on #2, TSIO 550
Date: Thu, 07 Aug 2014 07:27:45 -0400
To: <lml [at] lancaironline.net>
Message Header


Undecoded Message

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 [lml [at] lancaironline.net (mailto:)

] 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.

This was a factory new engine.

Any suggestions?



Thomas Whalen

N444TW

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High CHTs on #2, TSIO 550

Submitted by Anonymous on

From: Craig Berland <cberland [at] systems3.net>
Sender: <marv [at] lancaironline.net>
Subject: [LML] High CHTs on #2, TSIO 550
Date: Thu, 07 Aug 2014 07:28:15 -0400
To: <lml [at] lancaironline.net>
Message Header


Undecoded Message

Tom,

1.  Climb at 165 kts after a few thousand AGL.

2.  Set Take off WOT fuel rate to 43 GPH if it is not already there.

3.  I find leaving the oil door cable out about 3/8 inch does not hurt oil temp and helps #2 CHT.

4.  Adding a "bulge" in the oil cooler duct to increase the air flow past the C/L of the #2 cylinder helps.

5.  Some TSIO-550's do not have enough full rich fuel when power and RPM is pulled back in climb.

(What MP and RPM do you climb at?  What fuel rate?)

6.  I am assuming you have a 75 hrs or more on the engine.



I have not done #4 and I have a personal max CHT set at 400 degF.  I never see more than 390 degF at any flight condition unless something is wrong.

I suspect I got some bad gas coming back from Oshkosh in Burlington, CO and my climb temps were still OK.  Cruise became another thing.



Craig Berland

N7VG





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.

This was a factory new engine.

Any suggestions?

Thomas Whalen

N444TW



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High CHTs on #2, TSIO 550

Submitted by Anonymous on

From: John B <2thman1 [at] gmail.com>
Sender: <marv [at] lancaironline.net>
Subject: Re: [LML] High CHTs on #2, TSIO 550
Date: Thu, 07 Aug 2014 07:28:40 -0400
To: <lml [at] lancaironline.net>
Message Header


Undecoded Message

I think 140 on the climb is very slow, Tom. I suggest you set your climb speed at 165. That should still allow 1500 to 1800 fpm vertical at least to about FL 180.  The bonus is that CHT should be a lot cooler.



John



Sent from my iPad





> On Aug 6, 2014, at 1:19 PM, Thomas Whalen <thomasjwhalen [at] att.net> wrote:

>

> 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.

> This was a factory new engine.

> Any suggestions?

>

> Thomas Whalen

> N444TW

> --

> For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html

>

High CHTs on #2, TSIO 550

Submitted by Anonymous on

From: Chris Jones <chris [at] airfours.com>
Sender: <marv [at] lancaironline.net>
Subject: RE: [LML] Re: High CHTs on #2, TSIO 550
Date: Thu, 07 Aug 2014 09:09:00 -0400
To: <lml [at] lancaironline.net>
Message Header


Undecoded Message

Please feel free to give me a call on this issue. We have dealt with this issue a number of times and I can guide you in the right direction as to the fix and the modification that was also stated in the last post. My cell is 817-983-5939.



Chris Jones

Shop Manager

AirFours LLC.

Office: 817-439-1550

Mobile: 817-983-5939



-----Original Message-----

From: Lancair Mailing List [lml [at] lancaironline.net (mailto:)

] On Behalf Of Jay Phillips

Sent: Thursday, August 07, 2014 6:28 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 [lml [at] lancaironline.net (mailto:)

] 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.

This was a factory new engine.

Any suggestions?



Thomas Whalen

N444TW

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High CHTs on #2, TSIO 550

Submitted by Anonymous on

From: Colyn Case <colyncase [at] earthlink.net>
Subject: Re: [LML] Re: High CHTs on #2, TSIO 550
Date: Thu, 7 Aug 2014 09:21:20 -0400
To: Lancair Mailing List <lml [at] lancaironline.net>
Message Header


Undecoded Message

140 is Vy.   It can work fine (CHT 380 or less) if your engine, baffles, fuel flow etc. are set up correctly, and you have the exhaust tunnel extensions. 11 minutes to FL200 @43gph will use 7.8 gallons of fuel.



On Aug 7, 2014, at 7:28 AM, John B wrote:



I think 140 on the climb is very slow, Tom. I suggest you set your climb speed at 165. That should still allow 1500 to 1800 fpm vertical at least to about FL 180.  The bonus is that CHT should be a lot cooler.



John



Sent from my iPad





> On Aug 6, 2014, at 1:19 PM, Thomas Whalen <thomasjwhalen [at] att.net> wrote:

>

> 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.

> This was a factory new engine.

> Any suggestions?

>

> Thomas Whalen

> N444TW

> --

> For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html

>



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High CHTs on #2, TSIO 550

Submitted by Anonymous on

From: pete [at] leapfrogventures.com <pete [at] leapfrogventures.com>
Sender: <marv [at] lancaironline.net>
Subject: RE: High CHTs on #2, TSIO 550
Date: Thu, 07 Aug 2014 16:17:47 -0400
To: <lml [at] lancaironline.net>
Message Header


Undecoded Message

You need to install a scoop inside the oil cooler to get the air around and on the bottom back side of #2.  If you look closely, you will notice that the depth of the gap between fins at the horizontal sides of each cylinder is not symmetric.  It has depth between them on one side of the cylinder, but not on the other.  On #2, the zero depth side is up against the oil cooler, so no air gets around to the bottom.  I tried the blister idea some have used, but found the scoop to be far superior.  #2 is no longer my hottest, even on climbout - all cylinders are now within 20 degrees of each other.  I posted photos of it a few years ago, but can't seem to find my original.



Pete





-----Original Message-----

From: Thomas Whalen [thomasjwhalen [at] att.net (mailto:)

]

Sent: Wednesday, August 06, 2014 1:20 PM

Subject: 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.

This was a factory new engine.

Any suggestions?



Thomas Whalen

N444TW

High CHTs on #2, TSIO 550

Submitted by Anonymous on

From: Bob Rickard <r.rickard [at] rcginc-us.com>
Sender: <marv [at] lancaironline.net>
Subject: Re: [LML] High CHTs on #2, TSIO 550
Date: Thu, 07 Aug 2014 16:18:05 -0400
To: <lml [at] lancaironline.net>
Message Header


Undecoded Message

I agree with Colyn,


I climb at 145 even in the summer and CHT’s stay below 380 - without exhaust tunnel extensions.  I find that fuel flow at WOT set at 45-47gph helps a lot.

Bob R






On Aug 7, 2014, at 8:21 AM, Colyn Case <colyncase [at] earthlink.net

> wrote:



140 is Vy.   It can work fine (CHT 380 or less) if your engine, baffles, fuel flow etc. are set up correctly, and you have the exhaust tunnel extensions. 11 minutes to FL200 @43gph will use 7.8 gallons of fuel.

On Aug 7, 2014, at 7:28 AM, John B wrote:

I think 140 on the climb is very slow, Tom. I suggest you set your climb speed at 165. That should still allow 1500 to 1800 fpm vertical at least to about FL 180.  The bonus is that CHT should be a lot cooler.

John

Sent from my iPad



On Aug 6, 2014, at 1:19 PM, Thomas Whalen <thomasjwhalen [at] att.net

> wrote:

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.
This was a factory new engine.
Any suggestions?

Thomas Whalen
N444TW
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High CHTs on #2, TSIO 550

Submitted by Anonymous on

From: Mark Sletten <mwsletten [at] gmail.com>
Sender: <marv [at] lancaironline.net>
Subject: Re: [LML] Re: High CHTs on #2, TSIO 550
Date: Thu, 07 Aug 2014 16:59:47 -0400
To: <lml [at] lancaironline.net>
Message Header


Undecoded Message



On Thu, Aug 7, 2014 at 3:17 PM, pete [at] leapfrogventures.com

<pete [at] leapfrogventures.com

> wrote:

You need to install a scoop inside the oil cooler to get the air around and on the bottom back side of #2.  If you look closely, you will notice that the depth of the gap between fins at the horizontal sides of each cylinder is not symmetric.  It has depth between them on one side of the cylinder, but not on the other.  On #2, the zero depth side is up against the oil cooler, so no air gets around to the bottom.  I tried the blister idea some have used, but found the scoop to be far superior.  #2 is no longer my hottest, even on climbout - all cylinders are now within 20 degrees of each other.  I posted photos of it a few years ago, but can't seem to find my original.



Pete





-----Original Message-----

From: Thomas Whalen [mailto:thomasjwhalen [at] att.net

]

Sent: Wednesday, August 06, 2014 1:20 PM

Subject: 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.

This was a factory new engine.

Any suggestions?



Thomas Whalen

N444TW



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High CHTs on #2, TSIO 550

Submitted by Anonymous on

From: pete [at] leapfrogventures.com <pete [at] leapfrogventures.com>
Sender: <marv [at] lancaironline.net>
Subject: RE: [LML] Re: High CHTs on #2, TSIO 550
Date: Fri, 08 Aug 2014 13:24:53 -0400
To: <lml [at] lancaironline.net>
Message Header


Undecoded Message

That would be the one.  Far superior to the blister approach IMHO.

 

Pete

 

From: Mark Sletten [mwsletten [at] gmail.com]">mailto:mwsletten [at] gmail.com]
Sent: Thursday, August 07, 2014 2:00 PM
Subject: Re: [LML] Re: High CHTs on #2, TSIO 550

 

 

On Thu, Aug 7, 2014 at 3:17 PM, pete [at] leapfrogventures.com

<pete [at] leapfrogventures.com

> wrote:

You need to install a scoop inside the oil cooler to get the air around and on the bottom back side of #2.  If you look closely, you will notice that the depth of the gap between fins at the horizontal sides of each cylinder is not symmetric.  It has depth between them on one side of the cylinder, but not on the other.  On #2, the zero depth side is up against the oil cooler, so no air gets around to the bottom.  I tried the blister idea some have used, but found the scoop to be far superior.  #2 is no longer my hottest, even on climbout - all cylinders are now within 20 degrees of each other.  I posted photos of it a few years ago, but can't seem to find my original.

Pete


-----Original Message-----
From: Thomas Whalen [mailto:thomasjwhalen [at] att.net

]
Sent: Wednesday, August 06, 2014 1:20 PM
Subject: 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.
This was a factory new engine.
Any suggestions?

Thomas Whalen
N444TW

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High CHTs on #2, TSIO 550

Submitted by Anonymous on

From: Colyn Case <colyncase [at] earthlink.net>
Subject: Re: [LML] Re: High CHTs on #2, TSIO 550
Date: Sat, 9 Aug 2014 08:18:22 -0400
To: Lancair Mailing List <lml [at] lancaironline.net>
Message Header


Undecoded Message

Pete, am I correct that that only works if your oil cooler door is open?


On Aug 8, 2014, at 1:24 PM, pete [at] leapfrogventures.com

wrote:



That would be the one.  Far superior to the blister approach IMHO.

 

Pete

 

From: Mark Sletten [mwsletten [at] gmail.com]">mailto:mwsletten [at] gmail.com] 
Sent: Thursday, August 07, 2014 2:00 PM
Subject: Re: [LML] Re: High CHTs on #2, TSIO 550

 

 

On Thu, Aug 7, 2014 at 3:17 PM, pete [at] leapfrogventures.com

 <pete [at] leapfrogventures.com

> wrote:

You need to install a scoop inside the oil cooler to get the air around and on the bottom back side of #2.  If you look closely, you will notice that the depth of the gap between fins at the horizontal sides of each cylinder is not symmetric.  It has depth between them on one side of the cylinder, but not on the other.  On #2, the zero depth side is up against the oil cooler, so no air gets around to the bottom.  I tried the blister idea some have used, but found the scoop to be far superior.  #2 is no longer my hottest, even on climbout - all cylinders are now within 20 degrees of each other.  I posted photos of it a few years ago, but can't seem to find my original.

Pete


-----Original Message-----
From: Thomas Whalen [mailto:thomasjwhalen [at] att.net

]
Sent: Wednesday, August 06, 2014 1:20 PM
Subject: 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.
This was a factory new engine.
Any suggestions?

Thomas Whalen
N444TW

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High CHTs on #2, TSIO 550

Submitted by Anonymous on

From: pete [at] leapfrogventures.com <pete [at] leapfrogventures.com>
Sender: <marv [at] lancaironline.net>
Subject: Re: [LML] Re: High CHTs on #2, TSIO 550
Date: Sun, 10 Aug 2014 16:56:22 -0400
To: <lml [at] lancaironline.net>
Message Header


Undecoded Message
That is correct. However, the only time you need to close the oil door is when temps are really cold, which means your CHTs are on the cool side as well, so it works just fine in both hot and cold scenarios. 

Pete 

On Aug 9, 2014, at 5:18 AM, Colyn Case <colyncase [at] earthlink.net

> wrote:

Pete, am I correct that that only works if your oil cooler door is open?

On Aug 8, 2014, at 1:24 PM, pete [at] leapfrogventures.com

wrote:



That would be the one.  Far superior to the blister approach IMHO.

 

Pete

 

From: Mark Sletten [mwsletten [at] gmail.com (mailto:)

] 
Sent: Thursday, August 07, 2014 2:00 PM
Subject: Re: [LML] Re: High CHTs on #2, TSIO 550

 

 

On Thu, Aug 7, 2014 at 3:17 PM, pete [at] leapfrogventures.com

 <pete [at] leapfrogventures.com

> wrote:

You need to install a scoop inside the oil cooler to get the air around and on the bottom back side of #2.  If you look closely, you will notice that the depth of the gap between fins at the horizontal sides of each cylinder is not symmetric.  It has depth between them on one side of the cylinder, but not on the other.  On #2, the zero depth side is up against the oil cooler, so no air gets around to the bottom.  I tried the blister idea some have used, but found the scoop to be far superior.  #2 is no longer my hottest, even on climbout - all cylinders are now within 20 degrees of each other.  I posted photos of it a few years ago, but can't seem to find my original.

Pete


-----Original Message-----
From: Thomas Whalen [mailto:thomasjwhalen [at] att.net

]
Sent: Wednesday, August 06, 2014 1:20 PM
Subject: 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.
This was a factory new engine.
Any suggestions?

Thomas Whalen
N444TW

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High CHTs on #2, TSIO 550

Submitted by Anonymous on

From: Bob Rickard <r.rickard [at] rcginc-us.com>
Sender: <marv [at] lancaironline.net>
Subject: Re: [LML] Re: High CHTs on #2, TSIO 550
Date: Mon, 11 Aug 2014 07:13:23 -0400
To: <lml [at] lancaironline.net>
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As a sidebar conversation, I was taught to keep oil temp at 180 in flight through slight adjustment of the oil door.  Typically at level off in low 20's have to close the door a bit to do this.  

I think the theory behind this is to keep a constant oil pressure (48-49 psi in TSIO-550) through constant temperature.

Is this common, or an old wives tale?

Bob R

On Aug 10, 2014, at 3:56 PM, "pete [at] leapfrogventures.com

" <pete [at] leapfrogventures.com

> wrote:

That is correct. However, the only time you need to close the oil door is when temps are really cold, which means your CHTs are on the cool side as well, so it works just fine in both hot and cold scenarios. 

Pete 

On Aug 9, 2014, at 5:18 AM, Colyn Case <colyncase [at] earthlink.net

> wrote:

Pete, am I correct that that only works if your oil cooler door is open?

On Aug 8, 2014, at 1:24 PM, pete [at] leapfrogventures.com

wrote:



That would be the one.  Far superior to the blister approach IMHO.

 

Pete

 

From: Mark Sletten [mwsletten [at] gmail.com (mailto:)

] 
Sent: Thursday, August 07, 2014 2:00 PM
Subject: Re: [LML] Re: High CHTs on #2, TSIO 550

 

 

On Thu, Aug 7, 2014 at 3:17 PM, pete [at] leapfrogventures.com

 <pete [at] leapfrogventures.com

> wrote:

You need to install a scoop inside the oil cooler to get the air around and on the bottom back side of #2.  If you look closely, you will notice that the depth of the gap between fins at the horizontal sides of each cylinder is not symmetric.  It has depth between them on one side of the cylinder, but not on the other.  On #2, the zero depth side is up against the oil cooler, so no air gets around to the bottom.  I tried the blister idea some have used, but found the scoop to be far superior.  #2 is no longer my hottest, even on climbout - all cylinders are now within 20 degrees of each other.  I posted photos of it a few years ago, but can't seem to find my original.

Pete


-----Original Message-----
From: Thomas Whalen [mailto:thomasjwhalen [at] att.net

]
Sent: Wednesday, August 06, 2014 1:20 PM
Subject: 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.
This was a factory new engine.
Any suggestions?

Thomas Whalen
N444TW

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High CHTs on #2, TSIO 550

Submitted by Anonymous on

From: John B <2thman1 [at] gmail.com>
Sender: <marv [at] lancaironline.net>
Subject: Re: [LML] Re: High CHTs on #2, TSIO 550
Date: Mon, 11 Aug 2014 07:14:17 -0400
To: <lml [at] lancaironline.net>
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Undecoded Message
I would suggest that a scoop helps both with the door open and a little less with it cold.  Building the scoop - or bubble - in the front wall of the oil cooler box provides a pathway for airflow over the aft fins of the #2 cylinder with the door closed or open.

John Barrett

Sent from my iPad


On Aug 10, 2014, at 1:56 PM, "pete [at] leapfrogventures.com

" <pete [at] leapfrogventures.com

> wrote:

That is correct. However, the only time you need to close the oil door is when temps are really cold, which means your CHTs are on the cool side as well, so it works just fine in both hot and cold scenarios. 

Pete 

On Aug 9, 2014, at 5:18 AM, Colyn Case <colyncase [at] earthlink.net

> wrote:

Pete, am I correct that that only works if your oil cooler door is open?

On Aug 8, 2014, at 1:24 PM, pete [at] leapfrogventures.com

wrote:



That would be the one.  Far superior to the blister approach IMHO.

 

Pete

 

From: Mark Sletten [mwsletten [at] gmail.com (mailto:)

] 
Sent: Thursday, August 07, 2014 2:00 PM
Subject: Re: [LML] Re: High CHTs on #2, TSIO 550

 

 

On Thu, Aug 7, 2014 at 3:17 PM, pete [at] leapfrogventures.com

 <pete [at] leapfrogventures.com

> wrote:

You need to install a scoop inside the oil cooler to get the air around and on the bottom back side of #2.  If you look closely, you will notice that the depth of the gap between fins at the horizontal sides of each cylinder is not symmetric.  It has depth between them on one side of the cylinder, but not on the other.  On #2, the zero depth side is up against the oil cooler, so no air gets around to the bottom.  I tried the blister idea some have used, but found the scoop to be far superior.  #2 is no longer my hottest, even on climbout - all cylinders are now within 20 degrees of each other.  I posted photos of it a few years ago, but can't seem to find my original.

Pete


-----Original Message-----
From: Thomas Whalen [mailto:thomasjwhalen [at] att.net

]
Sent: Wednesday, August 06, 2014 1:20 PM
Subject: 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.
This was a factory new engine.
Any suggestions?

Thomas Whalen
N444TW

--
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