Hi Lynn,

Thanks for your information.

The super Legacy is still something that I can only dream of the next couple years. I just finished the 4P project this spring and I am still in the process of financial recovery. May be in a year or two I run into a started Legacy project that the owner wants to get rid of… I never had any HPAT training. Charlie Kohler was the only one that practiced with me.

My engine is acting different than yours. I cannot run my engine at MAP32 and 1600 TIT rich of peak (see picture). My CHT starts creeping up as soon as I go above TIT 1530. At this point I get CHT 380 (pretty stable between the cylinders) but I am burning 28 gal/hr!!! My TIT peak was 1720 (but may be I did not wait long enough – I kept turning the red knob because I was scared to damage something)

LOP my engine is very happy up to TIT 1650 (CHT<370). This gives me 18.8 gal/hr at MAP 32.

The conclusion for me is (what other members offered already earlier on the list): if I want to go fast in cruise at 18.000ft I choose MAP 34 and a TIT of 1640 – this yields to 19.2 gal/hr and 280 kts TAS (at the bezel)

Regards

Ralf

From: Karen Farnsworth [mailto:farnsworth@charter.net]
Sent: Friday, December 09, 2011 6:28 AM
To: lml@lancaironline.net
Subject: RE: [LML] Re: Rich of peak setting TSIO550

Ralf,

Here is the guy who can help you build a Super Legacy if that is something you are really interested in. His name is Andy Chiavetta and here is his web site:

http://aerochia.com/

I use TIT as the controlling number with 650 degrees F as the limit. I like to use 600 F as my target TIT. I look at EGT to make crosscheck that I am on the lean side of peak. I also use how the engine is running as another step in setting the power. Sometimes it will run smoothly at 600 F TIT and start to shake a little if I get too close to 650 F TIT.

I have found that 600 F is a good target TIT temperature and make small mixture adjustments from there.

If you have other questions feel free to ask?

Did you go to a HPAT training seminar at Sebring, Florida in the early part of 2005?

Regards

Lynn

From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of bronnenmeier@GROBSYSTEMS.COM
Sent: Thursday, December 08, 2011 1:03 PM
To: lml@lancaironline.net
Subject: [LML] Re: Rich of peak setting TSIO550

Hi Lynn,

5050 FPM??? – holy crap - I want to build something like this! – The only way that I can see something close to this is when I fly down the runway full throttle and convert all my airspeed into altitude.

Thanks for your information. If possible I would like to know how you got to this point.

Did you use the TIT or EGT? I noticed you have TIT’s around 1600. What would be you TIT peak?

Thanks

Ralf

Ralf,

Here are some performance numbers, both lean of peak and ROP, for my TSIO-550 powered Legacy.

I have more in a book if you need more.

Lynn Farnsworth

Super Legacy #235

TSIO-550 Powered

Race #44

Performance Data for N23LF

1. Climb Rates :Gross Weight      Manifold Pressure      RPM       Rate of Climb   At 140 KIAS

                        2510 lbs              30"                           2700       2500 FPM

2415 lbs 34" 2700 4100 FPM

2224 lbs 38" 2700 5050 FPM

2. Cruise Numbers:

Flight #1: Pressure Altitude 16,560' ; Density Alt 18,990'; IAS 183 Kts; TAS 247 Kts; GS 242Kts; Mach .38; OAT 39 F; MP 26.2"; RPM 2490; Fuel Flow 13.8 GPH; Fuel Pressure 20 PSI; TIT #1 1596 F; TIT #2 1516 F; Oil Temp 148 F; Oil Pressure 51 PSI; Inlet Air Temp 95 F

                  EGT            CHT
              1. 1405         1. 299
              2. 1398         2. 304
              3. 1421         3. 290
              4. 1414         4. 288
              5. 1403         5. 296
              6. 1405         6. 283

Flight #1 cruise was flown Lean of Peak on the way to Reno 5 Sep 2008.

Flight #2: Pressure Altitude 16,510'; Density Atl 19,290'; IAS 210 Kts; TAS 280 Kts; GS 243 Kts; MACH .43; OAT 50 F; MP 27.5"; RPM 2510; Fuel Flow 17.5 GPH; Fuel Pressure 13 PSI; TIT #1 1604 F; TIT #2 1536 F; Oil Temp 140 F; Oil Pressure 45 PSI; Inlet Air Temp 85 F

                 EGT           CHT
             1. 1438         1. 319
             2. 1401         2. 317
             3. 1425         3. 307
             4. 1412         4. 292
             5. 1407         5. 306
             6. 1367         6. 297

Flight #2 cruise was flow Lean of Peak on the way to Reno 6 Sep 2007

Flight #3: Pressure Alt 17,420'; Density Alt 19,350'; IAS 203 Kts; TAS 275 Kts; GS 265 Kts; MACH .42; OAT 35 F; MP 27.8"; RPM 2510; Fuel Flow 22.7GPH; Fuel Pressure 20 PSI; TIT #1 1478 F; TIT #2 1424 F; Oil Temp 147 F; Oil Pressure 51 PSI; Inlet Air Temp 75 F

               EGT            CHT
             1. 1344        1. 352
             2. 1325        2. 373
             3. 1330        3. 385
             4. 1298        4. 341
             5. 1318        5. 341
             6. 1303        6. 339

Flight #3 curise was flown Rich of Peak on the way home from Reno 15 Sep 2008. 6 new cylinders were installed at Reno

Flight #4: Pressure Alt 14,471; Density Alt 15,710; IAS 216 Kts; TAS 274 Kts; GS 269 Kts; MACH .42; OAT 33 F; MP 30.3"; RPM2500; Fuel Flow 24.3 GPH; Fuel Pressure 16 PSI; TIT #1 1604 F; TIT #2 1532 F; Oil Temp 141 F; Oil Pressure 53 F; Inlet Air Temp 74 F

             EGT               CHT
          1. 1448            1. 347
          2. 1429            2. 374
          3. 1441            3. 377
          4. 1416            4. 342
          5. 1428            5. 342
          6. 1428            6. 349

Flight #4 was flown Rich of Peak on the way to Mobile , AL on 10 Nov 2008. The porpose of the trip was to have TCM check/adjust the engine driven fuel pump.

Flight #5: Pressure Alt: 17,450; Density Alt 20,470; OAT 47 F; Wind 014/19 KTS; IAS 213 KTS; TAS 292 KTS; GS 274 KTS; Mach .44; MP 28.0”; RPM 2500; Fuel Flow 18.5 GPH; Fuel Pressure 12 PSI; Oil Temp 140F; Oil Pressure 41 PSI; Induction Air Temp 79F; Turbine Inlet Temp #1 1627F; Turbine Inlet Temp #2 1553F

             EGT               CHT
          1. 1444            1. 321
          2. 1428            2. 331
          3. 1445            3. 307
          4. 1436            4. 298
          5. 1414            5. 309
          6. 1398            6. 309

Flight #5 numbers were taken between Hollister , CA and Reno , NV enroute to the Reno air race 8 Sep 2007.

Flight #6: Pressure Alt: 7,500’; Density ALT: 8,870’; OAT: 56F; Wind: 230/36KTS IAS: 200KTS; TAS: 225KTS; GS: 189KTS; MAP 21.2”; RPM: 2490; Fuel Flow: 10.3GPH; Fuel Pressure: 17PSI; Oil Temp: 128F; Oil Pressure 50PSI; Induction Air Temp: 68F; Turbine Inlet Temp #1: 1571F; Turbine Inlet Temp #2 1422F

             EGT               CHT
          1. 1413            1. 253
          2. 1410            2. 258
          3. 1383            3. 238
          4. 1413            4. 229
          5. 1392            5. 242
          6. 1421            6. 236

Flight #6 numbers were taken in Georgia on 13 March 2008. This was a low altitude, long

From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of bronnenmeier@GROBSYSTEMS.COM
Sent: Tuesday, December 06, 2011 3:24 PM
To: lml@lancaironline.net
Subject: [LML] Rich of peak setting TSIO550

Dear subscribers,

When I run the engine lean of peak with a turbo temp around 1650 degree (75 LOP) I get really nice results in regards to head temp and IAS.

Studying the articles I understand that coming from the lean side first the TIT peaks and then head temps will peak later (means richer).

In case I really want to go fast sometime and don’t care about fuel consumption:

Can anyone give me a temp spread that I need to stay on the rich side from the peak TIT in order to be on the declining rich side of the head temp line and be safe?

Or is there another procedure to run ROP and have nice cool head temps. The fuel flow settings in the Continental for ROP operation make my head temps slowly creep above 400.

Thanks for your help

Ralf

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