Posted for <bjburr@mwheli.com>:

 Rick,
 
 Man, Where did an accountant with an added love to a lover of
 Thoroughbred horses get this over-the-top understanding of
 turbocharging?  You are going to be a pleasant read on the LML.  Perhaps
 it is the gas discharging from the horses?
 
 It was great to spend some time with you at SNF.  As you know I am
 flying a Lancair ES non-pressurized with standard TSIO550E-1 recently
 overhauled by Barrett Performance Engines using standard Continental
 parts and ECI cermaneled (spelling?) cylinders and GAMI injectors.
 
 I can add some info on a few of your questions.
 
 4.  I have been running >50 degrees LOP in cruise.  At FL210 I decrease
 MP to 26" set the RPM to 2400, lean until TIT reaches peak and continue
 to lean until 50 degrees LOP is reached of the hottest TIT.  I then
 increase MP to 30".  The parameters that stabilize are MP 30" TIT 1620
 Cyl 335-365 EGT 1530, FF 16.8 gph, Oil Temp 180.  True Airspeed 219 Kts.
 
 9.  The sonic nozzles are plugged that are located directly to the
 intercooler.  For cabin heat I am using a sonic nozzle located about 10"
 above both turbochargers welded to the air tubes connecting the turbos
 to the intercoolers.  Cabin heat is good while the turbos are making
 boost.  But once power is reduced (under 26") for decent I close the
 heat valves as there is no longer heat being sent to the cabin.  The
 cabin will cool off very quickly.  My understanding is that in the early
 days of the TSIO550 Continental made an exhaust muff for heat that was
 installed to the turbo crossover tube.  I am actually looking for a muff
 now to solve the cabin heat problem. Tim Ong has the Continental part
 number.  I am a little worried about if the muff is installed will it
 clear the firewall.  The crossover tube is quite close now.
 
 Bryan
 N132BB