X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 29 Aug 2011 08:07:31 -0400 Message-ID: X-Original-Return-Path: Received: from [69.84.129.242] (HELO asp.reflexion.net) by logan.com (CommuniGate Pro SMTP 5.4.1) with ESMTPS id 5106684 for lml@lancaironline.net; Sun, 28 Aug 2011 23:07:09 -0400 Received-SPF: none receiver=logan.com; client-ip=69.84.129.242; envelope-from=cberland@systems3.net Received: (qmail 16994 invoked from network); 29 Aug 2011 03:06:32 -0000 Received: from unknown (HELO mail-cs-01.app.dca.reflexion.local) (10.81.19.1) by 0 (rfx-qmail) with SMTP; 29 Aug 2011 03:06:32 -0000 Received: by mail-cs-01.app.dca.reflexion.local (Reflexion email security v6.50.3) with SMTP; Sun, 28 Aug 2011 23:06:32 -0400 (EDT) Received: (qmail 20279 invoked from network); 29 Aug 2011 03:06:32 -0000 Received: from unknown (HELO remote.systems3.net) (98.172.79.178) by 0 (rfx-qmail) with (AES128-SHA encrypted) SMTP; 29 Aug 2011 03:06:32 -0000 Received: from S3SBS08SERVER.Systems3.local ([fe80::6077:364b:fa39:c71b]) by S3SBS08SERVER.Systems3.local ([fe80::6077:364b:fa39:c71b%10]) with mapi; Sun, 28 Aug 2011 20:05:05 -0700 From: Craig Berland. X-Original-To: Lancair Mailing List X-Original-Date: Sun, 28 Aug 2011 20:05:05 -0700 Subject: [LML] LOP power settings Thread-Topic: [LML] LOP power settings Thread-Index: Acxl6uD272mwQlQeSFeaN4ueKjOEYQAC9dmg X-Original-Message-ID: References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: acceptlanguage: en-US Content-Type: multipart/alternative; boundary="_000_D7A6B5700A0803448C27264F1F5387364E93D42BC9S3SBS08SERVER_" MIME-Version: 1.0 --_000_D7A6B5700A0803448C27264F1F5387364E93D42BC9S3SBS08SERVER_ Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Ralf, Your LOP numbers look pretty good....including speed. That is assuming your= IAS is correct. Line number 32 is a little too rich for my blood. TCM max= cruise is about as abusive as its gets. I would never run my engine there= . The problem I see is your take-off fuel rate is set too low. It should = be around 41 gph at your take off RPM and MAP. At 38 inHg and 2700 rpm, it= should be around 43 gph. I am pretty sure the low "full rich" fuel rate is= what is causing your climb out CHT's to climb above 380 degF. I had my el= ectric fuel low boost switch fail and my CHT's went up to 400 degF at 16000= . I descended to 12000 and finished the trip home without low boost. Incr= ease your take off fuel rate and you will be happy. "I think". Craig Dear subscribers, Thanks to everybody to help me understand the LOP operations. The Pelican a= rticles helped a lot and Craig spend a lot of time writing everything down = for me. I determined my TIT (which was surprisingly low) and I took all the discuss= ed power settings and ran them at 10000 and 18000. I waited several minutes= on each setting to make sure that I have stable conditions. In my table you can find the climb and all the power settings we discussed = so far. May be you have some recommendations after looking at my data. IAS and TAS I took from my steam gage - any corrections are welcome to corr= ect my numbers. In climb (full fuel - just me) I forgot to turn on the boost pump - this ma= kes my CHT temps go up starting at 7000 ft. When I turn the boost pump on = everything usually stays below 385F. Since I am burning so much fuel in cli= mb I would be happy if you could recommend power settings for the climb. At 10000 I tried the recommended TCM MAX Cruise power settings and it made = my head temps slowly creep up. I stopped at 400F. And I even went richer th= an TCM recommended. The temp spread between TIT max and TIT at TCM max crui= se was only 40F. It seems my engine does not like it - have you experienced= anything similar? It seems I am on the down slope of the TIT curve but sti= ll around the peak of the CHT. Unfortunately my IAS at 10000 were significantly lower that Jeff Liegner's = at 8000 in a previous posting :(. Some of the power settings gave me not a perfect smooth running engine - I = probably should not call it rough. I have the B version of the engine which is rated for 38 inHG. But it just = does not want to go up all the way. I tried to adjust the rpm at the govern= or but it does not change much. The RPMs go up to 2700 on some days most of= the time they stay at 2670 or so. I never saw 38 inHG so far - any comment= s? Since the last max power test I put the gap seals on (4 tapes per control s= urface from wings and wheels) and I coated the plane with Kiss polymers. I = think I see an improvement of 3 kts or so. How much the plenum (with all th= e sealing recommendations from Fred Moreno) helped I cannot tell because I = don't have real before / after data. Between the before / after rebuilt of = the complete airplane the speed of the plane increased by 20 to 25 kts (but= I had huge holes and gaps in/around the fuselage). Static wicks: the outer one on the aileron vibrates a lot. The inner one se= ems almost still. I lost already the two outer ones because they unscrewed = themselves. Do you use Loctide for yours or do I have an extraordinary prob= lem going on. The ones on the elevator I can't see but they are still there= so I assume they are fine. Thanks for your help Ralf --_000_D7A6B5700A0803448C27264F1F5387364E93D42BC9S3SBS08SERVER_ Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Ralf,<= /p>

Your LOP numbers look= pretty good….including speed. That is assuming your IAS is correct. = Line number 32 is a little too rich for my blood.  TCM max cruise is a= bout as abusive as its gets.  I would never run my engine there. = The problem I see is your take-off fuel rate is set too low.  It shou= ld be around 41 gph at your take off RPM and MAP.  At 38 inHg and 2700= rpm, it should be around 43 gph. I am pretty sure the low “full rich= ” fuel rate is what is causing your climb out CHT’s to climb ab= ove 380 degF.  I had my electric fuel low boost switch fail and my CHT= ’s went up to 400 degF at 16000.  I descended to 12000 and finis= hed the trip home without low boost.  Increase your take off fuel rate= and you will be happy.  “I think”.

<= p class=3DMsoNormal>Craig

 

Dear subscribers,

 

Thanks to everybody to help = me understand the LOP operations. The Pelican articles helped a lot and Cra= ig spend a lot of time writing everything down for me.

 

I determined my TI= T (which was surprisingly low) and I took all the discussed power settings = and ran them at 10000 and 18000. I waited several minutes on each setting t= o make sure that I have stable conditions.

 

In my table you can find the c= limb and all the power settings we discussed so far.  May be you have = some recommendations after looking at my data.

 

IAS and TAS I took from my= steam gage – any corrections are welcome to correct my numbers.=

 

In= climb (full fuel – just me) I forgot to turn on the boost pump ̵= 1; this makes my CHT temps go up starting at 7000 ft. When I  turn the= boost pump on everything usually stays below 385F. Since I am burning so m= uch fuel in climb I would be happy if you could recommend power settings fo= r the climb.

 

At 10000 I tried the recommended TCM MAX Cruise power set= tings and it made my head temps slowly creep up. I stopped at 400F. And= I even went richer than TCM recommended. The temp spread between TIT max a= nd TIT at TCM max cruise was only 40F. It seems my engine does not like it = – have you experienced anything similar? It seems I am on the down sl= ope of the TIT curve but still around the peak of the CHT.

 

Unfortunately = my IAS at 10000 were significantly lower that Jeff Liegner’s at 8000 = in a previous posting L.<= /o:p>

 

Som= e of the power settings gave me not a perfect smooth running engine –= I probably should not call it rough.

<= o:p> 

I have the B version of the engine= which is rated for 38 inHG. But it just does not want to go up all the way= . I tried to adjust the rpm at the governor but it does not change much. Th= e RPMs go up to 2700 on some days most of the time they stay at 2670 or so.= I never saw 38 inHG so far – any comments?

 

Since the last max powe= r test I put the gap seals on (4 tapes per control surface from wing= s and wheels) and I coated the plane with Kiss polymers. I think I see an i= mprovement of 3 kts or so. How much the plenum (with all the sealing recomm= endations from Fred Moreno) helped I cannot tell because I don’t have= real before / after data. Between the before / after rebuilt of the comple= te airplane the speed of the plane increased by 20 to 25 kts (but I had hug= e holes and gaps in/around the fuselage).

 

Static wicks: the outer one on = the aileron vibrates a lot. The inner one seems almost still. I lost alread= y the two outer ones because they unscrewed themselves. Do you use Loctide = for yours or do I have an extraordinary problem going on. The ones on the e= levator I can’t see but they are still there so I assume they are fin= e.

 

Thanks for your help

 

Ralf

= --_000_D7A6B5700A0803448C27264F1F5387364E93D42BC9S3SBS08SERVER_--