Return-Path: Received: from [65.33.165.125] (account marv@lancaironline.net) by logan.com (CommuniGate Pro WebUser 4.2.5) with HTTP id 545356 for lml@lancaironline.net; Wed, 24 Nov 2004 23:07:09 -0500 From: "Marvin Kaye" Subject: Re: [LML] Re: Extending range To: lml X-Mailer: CommuniGate Pro WebUser Interface v.4.2.5 Date: Wed, 24 Nov 2004 23:07:09 -0500 Message-ID: In-Reply-To: <014101c4d2a0$72984a80$3a920218@attbi.com> References: <014101c4d2a0$72984a80$3a920218@attbi.com> X-Priority: 3 MIME-Version: 1.0 Content-Type: text/plain; charset="ISO-8859-1"; format="flowed" Content-Transfer-Encoding: 8bit Posted for "Jabe Luttrell" : Hello Walter, I'd like to correct your misinformation you may have about the IOF550 tuning. The PowerLink(TM) FADEC engine is tuned to operate at the minimum fuel flow that achieves the maximum power at all power levels above 75% (called Best Power), including takeoff and climb. It monitors cylinder head temperatures and exhaust gas temperatures and enrichens the mixture if the temperatures exceed control limits (the control limits are less than rated limits). Its maximum enrichment is the rated full rich mixture. With appropriately constructed baffles you know that the limits will not be reached in climbs and the engine will operate with considerably less fuel flow than a manually controlled engine while at the same time operating with higher power. The FADEC controlled engine is also tuned to operate at minimum brake specific fuel consumption between 45% and 75% power (called Best Economy). It has a cockpit switch to allow the pilot to select either the Best Economy or Best Power operating mixtures for the range of powers between 45% and 75% of rated power. This allows the pilot to select whether to go fast or far at any cruise power setting. Futhermore in cruise (between 45% and 75% power) the FADEC engine checks its tune every time it detects the power level has stabilized. If it needs to make an adjustment it does. The FADEC engine checks its directly monitored temperatures and pressures. It calculates a variable spark advance, dwell, and injection shot for every cylinder for every combustion event. By doing so the FADEC effectively achieves near constant EGT (constant mixture) during climb, without any input from the pilot. The injection method is true sequential injection--a fresh shot for each cylinder for each intake stroke. No pilot can monitor an engine as closely or control the engine on a cylinder by cylinder basis for each combustion event, adjusting for the variations not only in operation and environment, but also for the variations in air delivery to the cylinders. What the FADEC does prevent the pilot from achieving is off-optimum mixture control either for minimum fuel consumption or maximum power production. It does allow the pilot to select any power level he/she wants and to pick the optimal way to operate at that power level. The pilot just doesn't have to remember X-degrees LOP or ROP and never misoperates the red knob. The pilot has direct control of the throttle and can set any manifold pressure. The PowerLink(TM) FADEC operates equally well with single power lever or separate throttle and propeller controls. There has been a thread about range on the LML. The FADEC controlled engines in flight have demonstrated from 15% to 20% less fuel flow in side by side (formation flight and also in a twin--manual and FADEC on the same plane) comparison with manually controlled engines. That equates to bigger fuel tanks, or more payload, or money in your pocket. What isn't immediately obvious during engine operation is that the FADEC engine also produces a lot less lead and carbon sludge than the manually controlled engine. This means your oil stays cleaner longer. The spark plugs stay cleaner longer. There is no magneto repetitive service to perform. This equates maintenance cost savings. The PowerLink(TM) FADEC is available and has been FAA certified on the TCM IOF550B,D,E,F,G,N cross flow and updraft engines, the TCM TSIOF550E, the TCM IOF240B, the Lycoming-Superior-Mattituck IOF360 engines (angle and parallel valve), 12 and 24vdc, 180HP and 200HP, the Mattituck TMX-320 engine, and some variants for fellows who weren't satisfied with those choices. It's the only thing you'll put on your airplane that will pay you back by reducing your costs over any other powerplant choice. There was a thread re: diesels for the Legacy. It was reported that at 100HP it was burning 5 to 6 gph. The FADEC IOF550,too, will burn 5 to 6 gph at 100HP. It will also produce more than 300 HP. In summary the PowerLink (TM)FADEC achieves excellent efficiency whether for range or speed. I put the PowerLink(TM) FADEC in my Legacy. Happy Flying, Jabe Luttrell N550JL