X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 10 Mar 2009 22:37:05 -0400 Message-ID: X-Original-Return-Path: Received: from QMTA04.emeryville.ca.mail.comcast.net ([76.96.30.40] verified) by logan.com (CommuniGate Pro SMTP 5.2.13) with ESMTP id 3542952 for lml@lancaironline.net; Tue, 10 Mar 2009 19:55:35 -0400 Received-SPF: pass receiver=logan.com; client-ip=76.96.30.40; envelope-from=j.hafen@comcast.net Received: from OMTA05.emeryville.ca.mail.comcast.net ([76.96.30.43]) by QMTA04.emeryville.ca.mail.comcast.net with comcast id RbNv1b00C0vp7WLA4bv0uC; Tue, 10 Mar 2009 23:55:00 +0000 Received: from [10.128.90.198] ([75.151.125.133]) by OMTA05.emeryville.ca.mail.comcast.net with comcast id Rbux1b00G2soXEK8RbuzmM; Tue, 10 Mar 2009 23:54:59 +0000 User-Agent: Microsoft-Entourage/12.15.0.081119 X-Original-Date: Tue, 10 Mar 2009 16:54:56 -0700 Subject: Re: [LML] LOP vs ROP Climb: Time and Fuel Burn (LIVP) From: John Hafen X-Original-To: Lancair Mailing List X-Original-Message-ID: Thread-Topic: [LML] LOP vs ROP Climb: Time and Fuel Burn (LIVP) Thread-Index: Acmh25z1muLODzmke0iscuZgyxotEA== In-Reply-To: Mime-version: 1.0 Content-type: multipart/alternative; boundary="B_3319548898_1866283" > This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. --B_3319548898_1866283 Content-type: text/plain; charset="ISO-8859-1" Content-transfer-encoding: quoted-printable It=B9s curious to me that you experienced higher CHTs at =B3Rich.=B2 Have you tried just climbing out at 38 MAP? On 3/9/09 10:41 AM, "Jeffrey Liegner, MD" wrote: > Here's some analysis on time to climb and fuel consumption in my LIVP dur= ing a > controlled ascent of 10,000' (from 6000' MSL to 16000' MSL) in both Lean = of > Peak (LOP) and Rich of Peak (ROP) engine configuations. >=20 > This test occurred over Pennsylvania 3/7/09, fixed heading (350*), fully > configured and stabilized in level flight (6000' MSL) at 34.8" MAP and fu= el > flow, followed by a pitch up (over a known GPS reference point) and climb= (to > 16000' MSL) either LOP (18.2 gph) or ROP (34.2 gph). Winds were light ou= t of > the northwest (a quartering headwind), remained consistent during both te= sts; > temps were above ISO. The test was conducted over a 32 min span of time. > Engine: TSIO-550E. >=20 > Lean of Peak (LOP) Data: > 10,000' climb at 34.8" MAP > Fuel flow 18.3 gph (estimate 100*F LOP) > Time Required: 11:28 min > Distance Downrange: 30.9 nm > Airspeed during climb: 152-157 KIAS (Calculated Groundspeed: 161) > Indicated VSI: 600-900 fpm (Calculated: 870 fpm) > Fuel Burn: 3.5 gallons (confirmed with totalizer) > Highest CHT Temp: 360*F (CHT2) >=20 >=20 >=20 > Rich of Peak (ROP) Data: > 10,000' climb at 34.8" MAP > Fuel flow 34.2 gph (Mixture full in) > Time Required: 9:07 min > Distance Downrange: 26.5 nm > Airspeed during climb: 160 KIAS initially, but 165 KIAS last 1:30 min due= to > CHT2 >410*F > Indicated VSI: 1000-1400 fpm (Calculated: 1100 fpm) > Fuel Burn: 5.2 gallons (confirmed with totalizer) > Highest CHT Temp: 412*F (CHT2) >=20 > Bonus Data in Level Flight after ROP climb: > Immediate LOP to 18.3 gph > Proceeded to 30.9 nm down range > Additional time required in level flight: 1:17 min > Additional fuel required in level flight (LOP): 0.4 gallons > Total time to reach 30.9 nm down range: ROP 10:24 min (versus LOP 11:28 m= in) > Total fuel burn to reach 30.9 nm and 10,000' gain: ROP 5.6 gal (vs LOP 3.= 5 > gal) >=20 > My personal conclusion: > LOP during climb consumes 37% less fuel and only extends travel time 11%. > CHT are much better LOP during the climb. >=20 >=20 >=20 > Jeff Liegner > LIVP in New Jersey >=20 --B_3319548898_1866283 Content-type: text/html; charset="ISO-8859-1" Content-transfer-encoding: quoted-printable Re: [LML] LOP vs ROP Climb: Time and Fuel Burn (LIVP) It’s curious to me that you experienced higher CHTs at “Rich.&= #8221;

Have you tried just climbing out at 38 MAP?


On 3/9/09 10:41 AM, "Jeffrey Liegner, MD" <liegner@embarqmail.com> wrote:

<= SPAN STYLE=3D'font-size:11pt'>Here's some analysis on time to climb and fuel c= onsumption in my LIVP during a controlled ascent of 10,000' (from 6000' MSL = to 16000' MSL) in both Lean of Peak (LOP) and Rich of Peak (ROP) engine conf= iguations.

This test occurred over Pennsylvania 3/7/09, fixed heading (350*), fully co= nfigured and stabilized in level flight (6000' MSL) at 34.8" MAP and fu= el flow, followed by a pitch up (over a known GPS reference point) and climb= (to 16000' MSL) either LOP (18.2 gph) or ROP (34.2 gph).  Winds were l= ight out of the northwest (a quartering headwind), remained consistent durin= g both tests; temps were above ISO.  The test was conducted over a 32 m= in span of time.  Engine: TSIO-550E.

Lean of Peak (LOP) Data:
10,000' climb at 34.8" MAP
Fuel flow 18.3 gph (estimate 100*F LOP)
Time Required: 11:28 min
Distance Downrange: 30.9 nm
Airspeed during climb: 152-157 KIAS (Calculated Groundspeed: 161)
Indicated VSI: 600-900 fpm (Calculated: 870 fpm)
Fuel Burn: 3.5 gallons (confirmed with totalizer)
Highest CHT Temp: 360*F (CHT2)



Rich of Peak (ROP) Data:
10,000' climb at 34.8" MAP
Fuel flow 34.2 gph (Mixture full in)
Time Required: 9:07 min
Distance Downrange: 26.5 nm
Airspeed during climb: 160 KIAS initially, but 165 KIAS last 1:30 min due t= o CHT2 >410*F
Indicated VSI: 1000-1400 fpm (Calculated: 1100 fpm)
Fuel Burn: 5.2 gallons (confirmed with totalizer)
Highest CHT Temp: 412*F (CHT2)

Bonus Data in Level Flight after ROP climb:
Immediate LOP to 18.3 gph
Proceeded to 30.9 nm down range
Additional time required in level flight: 1:17 min
Additional fuel required in level flight (LOP): 0.4 gallons
Total time to reach 30.9 nm down range: ROP 10:24 min (versus LOP 11:28 min= )
Total fuel burn to reach 30.9 nm and 10,000' gain: ROP 5.6 gal (vs LOP 3.5 = gal)

My personal conclusion:
LOP during climb consumes 37% less fuel and only extends travel time 11= %.
CHT are much better LOP during the climb.



Jeff Liegner
LIVP in New Jersey

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