X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 07 Dec 2011 11:47:21 -0500 Message-ID: X-Original-Return-Path: Received: from elasmtp-kukur.atl.sa.earthlink.net ([209.86.89.65] verified) by logan.com (CommuniGate Pro SMTP 5.4.2) with ESMTP id 5295444 for lml@lancaironline.net; Wed, 07 Dec 2011 08:20:49 -0500 Received-SPF: none receiver=logan.com; client-ip=209.86.89.65; envelope-from=colyncase@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=uGwyeG5inwrZ7w4iKWyvKi1YxO48+xhsyEhxZE4lb8m75oEcQt/8bFrUFkSkEPtW; 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 [71.181.90.166] (helo=[192.168.1.25]) by elasmtp-kukur.atl.sa.earthlink.net with esmtpa (Exim 4.67) (envelope-from ) id 1RYHPx-0007Bd-OU for lml@lancaironline.net; Wed, 07 Dec 2011 08:20:14 -0500 From: Colyn Case Mime-Version: 1.0 (Apple Message framework v1084) Content-Type: multipart/alternative; boundary=Apple-Mail-559--788054096 Subject: Re: [LML] Re: Rich of peak setting TSIO550 X-Original-Date: Wed, 7 Dec 2011 08:20:13 -0500 In-Reply-To: X-Original-To: "Lancair Mailing List" References: X-Original-Message-Id: <834A32E4-EAF3-4EA8-9080-89DAC4BD9837@earthlink.net> X-Mailer: Apple Mail (2.1084) X-ELNK-Trace: 63d5d3452847f8b1d6dd28457998182d7e972de0d01da940ca5b04600af121ac417c8867f0386d5b350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 71.181.90.166 --Apple-Mail-559--788054096 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=windows-1252 Lynn, that's interesting data. What do you get at cruise 32"/2500 rpm/18gph (LOP)? On Dec 7, 2011, at 6:01 AM, Karen Farnsworth wrote: Ralf, =20 Here are some performance numbers, both lean of peak and ROP, for my = TSIO-550 powered Legacy. =20 I have more in a book if you need more. =20 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 =20 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=20 1. 1405 1. 299=20 2. 1398 2. 304=20 3. 1421 3. 290=20 4. 1414 4. 288=20 5. 1403 5. 296=20 6. 1405 6. 283 Flight #1 cruise was flown Lean of Peak on the way to Reno 5 Sep 2008. =20 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=20 1. 1438 1. 319=20 2. 1401 2. 317=20 3. 1425 3. 307=20 4. 1412 4. 292=20 5. 1407 5. 306=20 6. 1367 6. 297 Flight #2 cruise was flow Lean of Peak on the way to Reno 6 Sep 2007 =20 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=20 1. 1344 1. 352=20 2. 1325 2. 373=20 3. 1330 3. 385=20 4. 1298 4. 341=20 5. 1318 5. 341=20 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 =20 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=20 1. 1448 1. 347=20 2. 1429 2. 374=20 3. 1441 3. 377=20 4. 1416 4. 342=20 5. 1428 5. 342=20 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=94; = 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=20 1. 1444 1. 321=20 2. 1428 2. 331=20 3. 1445 3. 307=20 4. 1436 4. 298=20 5. 1414 5. 309=20 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=92; Density ALT: 8,870=92; OAT: 56F; = Wind: 230/36KTS IAS: 200KTS; TAS: 225KTS; GS: 189KTS; MAP 21.2=94; 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=20 1. 1413 1. 253=20 2. 1410 2. 258=20 3. 1383 3. 238=20 4. 1413 4. 229=20 5. 1392 5. 242=20 6. 1421 6. 236 Flight #6 numbers were taken in Georgia on 13 March 2008. This was a low = altitude, long =20 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 =20 Dear subscribers, =20 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. =20 Studying the articles I understand that coming from the lean side first = the TIT peaks and then head temps will peak later (means richer). =20 In case I really want to go fast sometime and don=92t care about fuel = consumption: =20 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? =20 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. =20 Thanks for your help =20 Ralf =20 =20 --Apple-Mail-559--788054096 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=windows-1252 Lynn, =   that's interesting data.
What do you get at cruise 32"/2500 = rpm/18gph (LOP)?

On Dec 7, 2011, at 6:01 AM, = Karen Farnsworth wrote:

=

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
=             &n= bsp;           
=             &n= bsp;            2510 = lbs            = ;  30"         &nbs= p;            =      2700       2500 FPM =

        = ;            &= nbsp;    = 2415 lbs          &= nbsp;   34"        =             &n= bsp;      2700     =   4100 FPM

        = ;            &= nbsp;    2224 = lbs            = ;  38"         &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 =

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

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

 

<= b>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

 

<= b>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

 

<= b>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           &nbs= p;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=94; 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           &nbs= p;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=92; Density ALT: 8,870=92; OAT: 56F; Wind: 230/36KTS IAS: 200KTS; TAS: 225KTS; GS: 189KTS; MAP 21.2=94; 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           &nbs= p;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 =

 

 

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=92t 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

 

 

=

= --Apple-Mail-559--788054096--