X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 29 Aug 2011 14:07:11 -0400 Message-ID: X-Original-Return-Path: Received: from elasmtp-junco.atl.sa.earthlink.net ([209.86.89.63] verified) by logan.com (CommuniGate Pro SMTP 5.4.1) with ESMTP id 5107191 for lml@lancaironline.net; Mon, 29 Aug 2011 11:17:41 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.63; envelope-from=colyncase@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=JAIUgof81vwAPUMHUUFeIQZkLeQz47fpFGO2g3nxJOojPv3EHFsk/nkh8bY81M39; h=Received:From:Mime-Version:Content-Type:Subject:Date:In-Reply-To:To:References:Message-Id:X-Mailer:X-ELNK-Trace:X-Originating-IP; Received: from [70.20.32.175] (helo=[192.168.1.24]) by elasmtp-junco.atl.sa.earthlink.net with esmtpa (Exim 4.67) (envelope-from ) id 1Qy3aD-0000KW-Mz for lml@lancaironline.net; Mon, 29 Aug 2011 11:17:05 -0400 From: Colyn Case Mime-Version: 1.0 (Apple Message framework v1084) Content-Type: multipart/alternative; boundary=Apple-Mail-147--831107549 Subject: Re: [LML] LOP power settings X-Original-Date: Mon, 29 Aug 2011 11:17:05 -0400 In-Reply-To: X-Original-To: "Lancair Mailing List" References: X-Original-Message-Id: X-Mailer: Apple Mail (2.1084) X-ELNK-Trace: 63d5d3452847f8b1d6dd28457998182d7e972de0d01da9409a23622ef041c595419019e55bc283dc350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 70.20.32.175 --Apple-Mail-147--831107549 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=windows-1252 Ralf, thanks for the data. just looking it over briefly your max FF looks quite low. Should be up = over 43gph. There's a FF adjustment table that's been posted several = times. Also, from memory, the your TCM max cruise FF looks not rich enough. Colyn On Aug 28, 2011, at 9:29 PM, = wrote: > Dear subscribers, > =20 > Thanks to everybody to help me understand the LOP operations. The = Pelican articles helped a lot and Craig spend a lot of time writing = everything down for me. > =20 > I determined my TIT (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 to make sure that I have stable = conditions. > =20 > 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. > =20 > IAS and TAS I took from my steam gage =96 any corrections are welcome = to correct my numbers. > =20 > In climb (full fuel =96 just me) I forgot to turn on the boost pump =96 = 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 = much fuel in climb I would be happy if you could recommend power = settings for the climb. > =20 > 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 than TCM recommended. The temp spread between TIT max and TIT at = TCM max cruise was only 40F. It seems my engine does not like it =96 = have you experienced anything similar? It seems I am on the down slope = of the TIT curve but still around the peak of the CHT. > =20 > Unfortunately my IAS at 10000 were significantly lower that Jeff = Liegner=92s at 8000 in a previous posting L. > =20 > Some of the power settings gave me not a perfect smooth running engine = =96 I probably should not call it rough. > =20 > 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. 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 =96 any comments? > =20 > Since the last max power test I put the gap seals on (4 tapes per = control surface 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 the sealing recommendations from Fred Moreno) helped I = cannot tell because I don=92t 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). > =20 > Static wicks: the outer one on the aileron vibrates a lot. The inner = one seems 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 problem going on. The ones on the elevator I can=92t see = but they are still there so I assume they are fine. > =20 > Thanks for your help > =20 > Ralf > =20 > =20 > =20 > =20 > -- > For archives and unsub = http://mail.lancaironline.net:81/lists/lml/List.html --Apple-Mail-147--831107549 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=windows-1252 Ralf,

thanks for the = data.
just looking it over briefly your max FF looks quite = low.   Should be up over 43gph.  There's a FF adjustment table = that's been posted several times.
Also, from memory, the your = TCM max cruise FF looks not rich = enough.

Colyn


Dear = subscribers,
 
 
I = determined my TIT (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 to make sure that I have stable = conditions.
 
 
 
 
 TCM MAX Cruise power = settings 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 = and TIT at TCM max cruise was only 40F. It seems my engine does not like = it =96 have you experienced anything similar? It seems I am on the down = slope of the TIT curve but still around the peak of the = CHT.
 
Unfortunately my = IAS at 10000 were significantly lower that Jeff Liegner=92s at 8000 in a = previous posting L.
Some of the power settings gave me = not a perfect smooth running engine =96 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 governor 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 =96 any = comments?
 
 gap seals on (4 tapes per control = surface 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 the sealing recommendations from Fred Moreno) helped I = cannot tell because I don=92t 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).
 
Thanks for your = help
 
 
 
<LOP = power settings.xls>--
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