Colyn,

I have never tried 32” and 2500 rpm. The main reason is because I am a little bit lazy. (: My turbos are capable of producing 75” of MP at sea level if I turn the wastegate controller to maximum. As a result, for everyday flying, I have the wastegate controller set to the minimum setting. The minimum wastegate setting will still produce 45” of MP at sea level so I still have to pay attention to throttle movement at the lower altitudes so I don’t exceed 38.5” of MP on take off.

I normally don’t go above 18,000’ on cross country flights. So, my normal cross country cruise altitudes are 16,500 west bound and 17,500 east bound. Again, with the wastegate controller set at minimum and the throttle wide open at either of those two cruise altitudes I get 28” to 29” of MP. This is where the lazy part comes in; I don’t crank up the wastegate controller to get up to 32” MP. I get a good cruise speed with the 28” to 29” MP so am content to just enjoy the ride at that point.

One off theses days I just might turn up the wastegate a little and see what happens.
(:

Lynn

From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Colyn Case
Sent: Wednesday, December 07, 2011 11:47 AM
To: lml@lancaironline.net
Subject: [LML] Re: Rich of peak setting TSIO550

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

                        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