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From: George Braly <gwbraly@gami.com>
To: "'lancair.list@olsusa.com'" <lancair.list@olsusa.com>
Subject: RE: flying turbocharged engines lower
Date: Thu, 31 May 2001 04:00:22 -0500
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Reply-To: lancair.list@olsusa.com

          <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>>
          <<  Lancair Builders' Mail List  >>
          <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> 
>>
No.  Altitude is a secondary issue, not the primary issue.
The temperature of 
the CHTs and the TIT is the PRIMARY issue.and the CHTs are at the same
temperature at 12,000' as 20,000' and the TIT is at the same value at both 
altitudes, then the altitude will essentially have no effect on the longevity
issue.
  Collins flys a P-210, which is notorious for having poor cooling at 
altitude and having high TITs (due to retarded timing and low compression 
ratios. In his case, it is almost certain that his CHTs and EGT/TITs are
"higher" at higher altitudes.  But it is the temperatures, rather than the
altitude that is the issue.
	This is how old wives tales start...

-----Original Message-----
From: John Wright [mailto:jwrightdo@worldnet.att.net]
Sent: Monday, May 28, 2001 11:22 PM
To: lancair.list@olsusa.com
Subject: flying turbocharged engines lower

In the June 2001 Flying p.73 Richard Collins article on best used personal
<SNIP>
comfort or a better tailwind is what makes a turbocharged
engine last longer".  Is this true?   John Wright iv-p



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