X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 17 Oct 2008 21:03:34 -0400 Message-ID: X-Original-Return-Path: Received: from asp-3.reflexion.net ([205.237.99.178] verified) by logan.com (CommuniGate Pro SMTP 5.2.8) with SMTP id 3217038 for lml@lancaironline.net; Fri, 17 Oct 2008 10:31:04 -0400 Received-SPF: none receiver=logan.com; client-ip=205.237.99.178; envelope-from=cberland@systems3.net Received: (qmail 15981 invoked from network); 17 Oct 2008 14:30:26 -0000 Received: from unknown (HELO asp-3.reflexion.net) (127.0.0.1) by 0 (rfx-qmail) with SMTP; 17 Oct 2008 14:30:26 -0000 Received: by asp-3.reflexion.net (Reflexion email security v5.50.2) with SMTP; Fri, 17 Oct 2008 10:30:26 -0400 (EDT) Received: (qmail 15948 invoked from network); 17 Oct 2008 14:30:25 -0000 Received: from unknown (HELO systems3.net) (98.172.79.178) by 0 (rfx-qmail) with SMTP; 17 Oct 2008 14:30:25 -0000 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----_=_NextPart_001_01C93064.E4CDD1AE" Content-class: urn:content-classes:message Subject: [LML] Re: IO-550N take off fuel flow X-MimeOLE: Produced By Microsoft Exchange V6.5 X-Original-Date: Fri, 17 Oct 2008 07:30:24 -0700 X-Original-Message-ID: <87C33F695961494D886EB3B6C8A47651538C79@s3server.Systems3.local> In-Reply-To: X-MS-Has-Attach: X-MS-TNEF-Correlator: Thread-Topic: [LML] Re: IO-550N take off fuel flow Thread-Index: AckwISI9cQIcEE7FQvmBmoJSDt9fdwAQP+JQ References: From: "Craig Berland" X-Original-To: "Lancair Mailing List" This is a multi-part message in MIME format. ------_=_NextPart_001_01C93064.E4CDD1AE Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable John, it is not too low....it is WAY too low. Ron's comment about altitude is absolutely correct. As a matter of fact as you go up in altitude the fuel requirement may go up because your manifold air temp may go down. This is often the case on takeoff at a high altitude airport on a cold day because the turbo, the intercoolers and all of the surrounding engine stuff is still cool and therefore the manifold air temp is cooler than that in cruise. My IV-P has not flown yet but I fly a turbocharged Bonanza (TNIO 550). I fly ALL the time at WOT and 2500 RPM and 75 deg LOP. On decent, I pull the throttle to 20 inHg and leave everything else alone. The lean fuel mixture keeps the plugs clean and my cylinder temps drop from 365-380 max to 330-340 degF. Hardly what I would call shock cooling or cause for concern. It's easy, efficient and good for the engine. You DO have to have the discipline to push the mixture forward on a go around. I do a last minute, on short final, GUMP B(brakes) check and usually push the mixture forward at that time. Then lean as soon as I'm off the runway. This works for me. I am setting my WOT fuel at 43-44 gal/hr on my TSIO 550. Craig Berland =20 John, If you don't want to believe what Pete or I were trying to tell you then I doubt you will believe the TCM service bulletin either which calls for fuel flows at take-off power to be 41.7 - 43.4 gph. The GAMI guys recommend more than that. I'm confused about your comment about landing at a higher airport. A turbo charged engine doesn't care what altitude the airport is. 30 or 38" of MP is the same at 25000' as it is at sea level, and so is the fuel to air mixture ratio. The TCM service bulletin is SID97-3D. Look it up for yourself. =20 Ron Galbraith I'm getting 36-38 GPH take off flow on my TSIO-550E. I was told this is too low but I don't believe it. If its higher than 38 it may cause a problem during take off at some higher altitude airports or when changing from LOP during landing....just my opinion. =20 =20 ------_=_NextPart_001_01C93064.E4CDD1AE Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Message

John, it is not too low….it is WAY too low.  = Ron’s comment about altitude is absolutely correct.  As a matter of fact = as you go up in altitude the fuel requirement may go up because your manifold = air temp may go down.  This is often the case on takeoff at a high altitude = airport on a cold day because the turbo, the intercoolers and all of the = surrounding engine stuff is still cool and therefore the manifold air temp is cooler = than that in cruise.  My IV-P has not flown yet but I fly a turbocharged Bonanza (TNIO 550).  I fly ALL the time at WOT and 2500 RPM and 75 = deg LOP. On decent, I pull the throttle to 20 inHg and leave everything else alone.  The lean fuel mixture keeps the plugs clean and my cylinder = temps drop from 365-380 max to 330-340 degF.  Hardly what I would call = shock cooling or cause for concern.  It’s easy, efficient and good = for the engine.  You DO have to have the discipline to push the mixture = forward on a go around.  I do a last minute, on short final, GUMP B(brakes) = check and usually push the mixture forward at that time.  Then lean as soon = as I’m off the runway.  This works for me.  I am setting my WOT fuel = at 43-44 gal/hr on my TSIO 550.

Craig Berland

 

John,
    If you don't want to believe what Pete or I were = trying to tell you then I doubt you will believe the TCM service bulletin either = which calls for fuel flows at take-off power to be 41.7 – 43.4 = gph.   The GAMI guys recommend more than that.   I'm confused about = your comment about landing at a higher airport.  A turbo charged engine = doesn't care what altitude the airport is.  30 or 38" of MP is the = same at 25000' as it is at sea level, and so is the fuel to air mixture ratio. =   The TCM service bulletin is SID97-3D.  Look it up for yourself.  

Ron Galbraith


I&= #8217;m getting 36-38 GPH take off flow on my TSIO-550E.  I was told this = is too low but I don’t believe it.  If its higher than 38 it may = cause a problem during take off at some higher altitude airports or when = changing from LOP during landing….just my opinion.

&n= bsp;

 



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