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<DIV><FONT face=Arial size=2>A recent article by Orin Riddell in the Lancair Mail periodical issued by the factory had a new set of recommendations for operation of the Continental TSIO-550. I have copied the information from the table and repeat it below:</FONT></DIV>
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<P><FONT face=Arial>% Power</FONT></U><FONT face=Arial> <U>Fuel Flow</U> <U>Fuel Setting</P></U></FONT>
<P><FONT face=Arial>100% - 350 HP 41-43 gal/hour full rich</FONT></P>
<P><FONT face=Arial>75% cruise climb – 262 HP 27-28 gal/hour full rich recommended</FONT></P>
<P><FONT face=Arial>65% economy cruise – 227 HP 20-21 gal/hour 100F rich of peak</FONT></P>
<P><FONT face=Arial>55% economy cruise – 192 HP 16-17 gal/hour 100F rich of peak</FONT></P>
<P><FONT face=Arial>These figures are much higher than initially recommended apparently because experience has shown that the TSIO-550 suffers high wear and premature cylinder removal when operated at lower fuel flows. I know that with my TurboSkylane RG, operation at lean mixture settings (permitted by "the book" at lower settings) resulted in three burned exhaust valves at about 1000 hours, and this engine operates a lot cooler than the TSIO-550 Continental. </FONT></P>
<P><FONT face=Arial size=2>So I think the answer on leaning is: you pay now (rich mixture) or your pay later (top overhauls), but either way, you PAY. Unfortunately these high performance, turbocharged aircraft engines have high life cycle costs, taking initial cost, fuel cost, and maintenance cost into account. Alas. </FONT></P>
<P><FONT face=Arial size=2>Fred Moreno</FONT></P></DIV></BODY></HTML>
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