Thomas Parkes wrote:

Everyone:

Thanks for your input everyone, especially regarding the cooling system
limits, ratios, etc.  All your ideas and data have been noted, and a local
EAA retired engineer friend has pretty well confirmed the coolant
temperature limits for my current system.  During flights 1 and 2 my only
temperature exceedences involved EGT/TIT, not coolant.  Now that I have a
better grasp of the coolant situation I am concentrating on lowering EGT.
Talked to MicroTech rep about advancing timing (2 to 3 degrees, max 5
degrees) and enriching mixture some.

I'm currently doing a planned product improvement upgrade on the turbo oil
drain system (higher temp AN hose with fire sleeve) while a wintery

weather

system blows through.  (Yes it does snow in Arizona, I have a photo of

cars

buried under 27 inches of the powdery stuff in my driveway--Feb. '87).

Any additional product improvements will await further flight tests.

Just a

reminder--most of my 20B installation was designed and fabricated before
much of the later data appeared on the ACRE NL.  Knowing what I know now,
I'd have done several things differently, and may have to yet.  In the
meantime, I'll see how my current installation performs and make any

changes

from a more informed position.

FWIW, I retained the thermostat and have cowl flaps too-- because I was
concerned about excessive cooling during long descents from altitude.  If
not needed, I can always remove the thermostat (and plug the bypass).  A
Lancair ES is very clean aerodynamically (even with the landing gear

bolted

down and locked), and I didn't install speedbrakes.

Tom Parkes
Mile-high Prescott, AZ

Tom,
Do you have the control unit for your Microtech? If so, you can set all the
operating parameters yourself. Leaning at high level cruise has to be done
with the control unit. Mine is fixed to the panel.

Ian RV6A Australia.

 
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