X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 07 Dec 2011 06:01:11 -0500 Message-ID: X-Original-Return-Path: Received: from mta31.charter.net ([216.33.127.82] verified) by logan.com (CommuniGate Pro SMTP 5.4.2) with ESMTP id 5295041 for lml@lancaironline.net; Tue, 06 Dec 2011 22:57:25 -0500 Received-SPF: pass receiver=logan.com; client-ip=216.33.127.82; envelope-from=farnsworth@charter.net Received: from imp11 ([10.20.200.11]) by mta31.charter.net (InterMail vM.8.01.05.02 201-2260-151-103-20110920) with ESMTP id <20111207035651.EKNL26006.mta31.charter.net@imp11> for ; Tue, 6 Dec 2011 22:56:51 -0500 Received: from karen305d6aa99 ([96.32.82.24]) by imp11 with smtp.charter.net id 63wq1i00K0XV3AQ053wq9l; Tue, 06 Dec 2011 22:56:51 -0500 X-Authority-Analysis: v=1.1 cv=rvNqJbVGdbt4egs52VbhtoJZG7AoPDG9H2iogr/sNfs= c=1 sm=1 a=oLv19qhRJqAA:10 a=yUnIBFQkZM0A:10 a=iJQyNv5OtPD1cCIz+vZOPA==:17 a=Ia-xEzejAAAA:8 a=hslOrHpUAAAA:8 a=dEIL1tkdwWDnM7YvXHEA:9 a=Z4Vth38oQBYkUAyrGO8A:7 a=CjuIK1q_8ugA:10 a=EzXvWhQp4_cA:10 a=zc6lhsSWC8gA:10 a=Qsuv6A3FasqVx79_:21 a=gBd6CRcInQ_tYaFm:21 a=SSmOFEACAAAA:8 a=yMhMjlubAAAA:8 a=dpstGIF4foov5yGY6bEA:9 a=D_aBpq8Yz8EuNItaZP8A:7 a=gKO2Hq4RSVkA:10 a=hTZeC7Yk6K0A:10 a=iJQyNv5OtPD1cCIz+vZOPA==:117 From: "Karen Farnsworth" X-Original-To: "'Lancair Mailing List'" References: Subject: RE: [LML] Rich of peak setting TSIO550 X-Original-Date: Tue, 6 Dec 2011 22:57:06 -0500 X-Original-Message-ID: <2222AF1A0C874394A385F6F99510C16B@karen305d6aa99> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0063_01CCB46A.60BD3F10" X-Mailer: Microsoft Office Outlook 11 In-Reply-To: Thread-Index: Acy0VQQLnpBf9vUjSqK97dfDI20J+gAPryYg X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.6157 This is a multi-part message in MIME format. ------=_NextPart_000_0063_01CCB46A.60BD3F10 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit 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 ------=_NextPart_000_0063_01CCB46A.60BD3F10 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

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
            &= nbsp;           
            &= nbsp;            2510 lbs           &nbs= p;  30"        &nb= sp;           &nbs= p;      2700       2500 FPM =

       &nbs= p;            = ;     2415 lbs          =     34"       = ;            =         2700   &nb= sp;   4100 FPM

       &nbs= p;            = ;     2224 lbs           &nbs= p;  38"        &nb= sp;           &nbs= p;      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 =

       &nbs= p;          EGT            = CHT
            &= nbsp; 1. 1405         1. 299
            &= nbsp; 2. 1398         2. 304
            &= nbsp; 3. 1421         3. 290
            &= nbsp; 4. 1414         4. 288
            &= nbsp; 5. 1403         5. 296
            &= nbsp; 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 =

       &nbs= p;         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

       &nbs= p;       EGT           &nbs= p;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

       &nbs= p;     EGT           &nbs= p;   CHT
          1. 1448            = 1. 347
          2. 1429           &nb= sp;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

       &nbs= p;     EGT           &nbs= p;   CHT
          1. 1444            = 1. 321
          2. 1428           &nb= sp;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

       &nbs= p;     EGT           &nbs= p;   CHT
          1. 1413            = 1. 253
          2. 1410           &nb= sp;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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