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From: Dr Andre Katz <bu131@swbell.net>
Subject: Re: [LML] Cooling Drag
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I also follow the guru's ideas about LOP but my fuel flow (IV-P) is 15.5 to 16 gall/hrs and I fly at about the same altitude or higher than you, I lose 8-10 kts when going from ROP to LOP and I wonder why you use 19 gall/hr. My temps are 340 350 spread (without GAMI's I am ashamed to say...) with TIT 1640-1650 (TIT2) the only problem is when I get out of Dallas and they make me stay low in the TCA my engine heats up and then I cannot climb to 20K non stop I have to wait not to exceed 400 f in the climb (CHT), I am increasing my FF to the limit to improve my climb rate. I have been doing this for 4 years 400 hrs in the engine and last annual (this week) all compression checks were good and the engine is not using any oil at all.
  andres

Art Bertolina <artbertolina@earthlink.net> wrote:
           
  I have used most of the ideas from George Braly engine
  cooling seminar of Oct/04 for TSIO 550 installations in
  L IVs. Over the last several months flying in So. Calif.
  at 15500 to 17500 at 2500RPM and 31" MAP and 19gph
  in cruise CHTs run from 264 to 305 oil temp 160 hottest
  TIT 1595, 80 to 90 LOP.
  Has anyone done any work with cooling drag. Directing the 
  air flow above the engine has a positive effect, has anyone
  tried to direct the air flow as it exits the bottom of the engine?, if so with what effect?. Tried closing 
  down the exit area and again with any positive effect.
  Thoughts and comments would be appreciated.
  Art    


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<div>I also follow the guru's ideas about LOP but my fuel flow (IV-P) is 15.5 to 16 gall/hrs and I fly at about the same altitude or higher than you, I lose 8-10 kts when going from ROP to LOP and I wonder why you use 19 gall/hr. My temps are 340 350 spread (without GAMI's I am ashamed to say...) with TIT 1640-1650 (TIT2) the only problem is when I get out of Dallas and they make me stay low in the TCA my engine heats up and then I cannot climb to 20K non stop I have to wait not to exceed 400 f in the climb (CHT), I am increasing my FF to the limit to improve my climb rate. I have been doing this for 4 years 400 hrs in the engine and last annual (this week) all compression checks were good and the engine is not using any oil at all.</div>  <div>andres<BR><BR><B><I>Art Bertolina &lt;artbertolina@earthlink.net&gt;</I></B> wrote:</div>  <BLOCKQUOTE class=replbq style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px solid">  <META content="MSHTML 6.00.2900.3059"
 name=GENERATOR>  <STYLE></STYLE>    <DIV><FONT face=Arial size=2></FONT>&nbsp;</DIV>  <DIV><FONT face=Arial size=2>I have used most of the ideas&nbsp;from George Braly&nbsp;engine</FONT></DIV>  <DIV><FONT face=Arial size=2>cooling seminar of Oct/04 for TSIO 550 installations in</FONT></DIV>  <DIV><FONT face=Arial size=2>L IVs. Over the last several months flying in So. Calif.</FONT></DIV>  <DIV><FONT face=Arial size=2>at 15500 to 17500 at 2500RPM and 31" MAP and 19gph</FONT></DIV>  <DIV><FONT face=Arial size=2>in cruise CHTs run from 264 to 305 oil temp 160 hottest</FONT></DIV>  <DIV><FONT face=Arial size=2>TIT 1595, 80 to&nbsp;90 LOP.</FONT></DIV>  <DIV><FONT face=Arial size=2>Has anyone done any work with cooling drag. Directing the </FONT></DIV>  <DIV><FONT face=Arial size=2>air flow above the engine has a positive effect, has anyone</FONT></DIV>  <DIV><FONT face=Arial size=2>tried to direct the air flow as it exits the bottom of the engine?, if so with what
 effect?.&nbsp;Tried closing&nbsp;</FONT></DIV>  <DIV><FONT face=Arial size=2>down the exit area and again with any positive effect.</FONT></DIV>  <DIV><FONT face=Arial size=2>Thoughts and comments would be appreciated.</FONT></DIV>  <DIV><FONT face=Arial size=2>Art&nbsp;&nbsp;&nbsp;</FONT>&nbsp;</DIV></BLOCKQUOTE><BR>
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