lml@lancaironline.net Mailing List Archive

Hello Craig,

Thank you very much for your picture. I got a lot of information out of it and spent quite some time looking at it – you can feed me a lot more of these before I will get tired of it…

I kept a log of my power settings on different flights for the last year and I found one setting that is very similar to yours – unfortunately I didn’t get that good of a tailwind

My fuel flow shows a little less – may be this is a calibration problem? My TAS shows higher – but mine comes from the bezel and is influenced by friction heating and air compression – it would make me very happy if someone on the list could give me a correction factor for my speeds/conditions.

When I put my scribbled notes in a spread sheet and sorted it to altitude and OAT I found something in my opinion very interesting: on the lower altitudes the OAT has very little influence on the speed. At the higher altitudes (>=FL180) you can clearly see how the airspeed decreases with increasing OAT because I need to run the engine at lower power settings to get similar TIT and CHT.

On low altitudes (<FL120) it seems I can feed my engine a lot more fuel without significant influence on the CHT (may be because of my plenum) - The high power setting at FL110 was more than 1.5 years ago – I kept it in there for reference and I won’t do this again

On some warm/humid days I just have the feeling my engine doesn’t like it at altitudes higher than FL190. I don’t like higher than FL230 because I don’t have winglets and it doesn’t feel that firm anymore

Info for the chart: TIT is my TIT2 - it is usually 40F warmer, TIT max is around 1720, warmest CHT is always #2 and CHT#1 comes close after it, the TAS comes from the bezel and would need to be corrected, all settings were in cruise for at least 45 min or so – sometimes up to 2 to 3 hours.

Ralf

Alt.	OAT	MAP	RPM	Fuel flow	TIT	CHT	IAS	TAS	% HP
ft	F	inHG	1/min	GPH	F	F	kts	kts
10	40	29.9	2,500	17.0	1,570	310	212	240	69%
10	45	32.2	2,500	18.1	1,600	322	208	248	73%
10	54	32.4	2,500	17.9	1,620	344	205	246	73%
11	35	33.8	2,500	20.8	1,690	356	220	260	84%
11	53	34.0	2,500	18.6	1,610	351	204	249	75%
12	34	32.3	2,500	17.9	1,590	318	205	251	73%
12	36	32.6	2,500	18.6	1,620	330	209	255	75%
12	47	32.3	2,500	17.9	1,610	344	203	251	73%
12	49	32.4	2,500	18.1	1,610	340	204	252	73%
16	40	32.4	2,500	17.8	1,620	366	199	264	72%
18	13	34.0	2,500	19.1	1,630	346	205	278	77%
18	28	32.3	2,500	18.0	1,620	362	194	265	73%
19	21	33.1	2,500	18.2	1,625	360	195	275	74%
19	26	32.4	2,500	17.9	1,620	366	196	276	73%
20	20	32.4	2,500	17.8	1,625	366	194	278	72%
20	20	32.4	2,500	18.1	1,625	362	194	278	73%
20	21	32.4	2,500	17.9	1,620	368	190	274	73%
20	32	32.3	2,500	17.3	1,620	377	186	270	70%
21	10	32.4	2,500	17.9	1,625	360	192	278	72%
21	18	32.4	2,500	17.7	1,620	370	191	280	72%
22	22	31.9	2,500	16.9	1,620	380	182	272	69%
23	0	32.4	2,500	17.7	1,620	368	190	284	72%
23	0	32.4	2,500	17.8	1,620	373	188	282	72%
23	13	32.3	2,500	17.1	1,630	379	185	280	69%
23	20	31.9	2,500	16.3	1,600	380	179	274	66%

From: marv@lancair.net [mailto:marv@lancair.net]
Sent: Wednesday, October 16, 2013 3:47 PM
To: lml
Subject: Re: IV-P Recent Trip

Posted for Craig Berland <cberland@systems3.net>:

> I took this picture last Friday just to record the great tailwind.
> With the recent LOP talk, Oil Temp, etc….I thought some might find this
>interesting.
> I am LOP and from previous tests, about 8 kts slow of ROP.
> Craig Berland
> N7VG
>
>
>