X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 15 Aug 2011 07:40:59 -0400 Message-ID: X-Original-Return-Path: Received: from elasmtp-mealy.atl.sa.earthlink.net ([209.86.89.69] verified) by logan.com (CommuniGate Pro SMTP 5.4.1) with ESMTP id 5091962 for lml@lancaironline.net; Sun, 14 Aug 2011 21:05:57 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.69; envelope-from=colyncase@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=TNdYE+N7Tc9YbsR0mc+83K1jgz6MX7P3tI2/aO4U5cE/8wq41gLH0FtD4tPmCAd9; 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 [70.16.215.13] (helo=[192.168.1.24]) by elasmtp-mealy.atl.sa.earthlink.net with esmtpa (Exim 4.67) (envelope-from ) id 1QslcF-0003dF-RO for lml@lancaironline.net; Sun, 14 Aug 2011 21:05:20 -0400 From: Colyn Case Mime-Version: 1.0 (Apple Message framework v1084) Content-Type: multipart/alternative; boundary=Apple-Mail-525-55670517 Subject: Re: [LML] FW: [LML] What are your numbers?? X-Original-Date: Sun, 14 Aug 2011 21:05:19 -0400 In-Reply-To: X-Original-To: "Lancair Mailing List" References: X-Original-Message-Id: <342BC12F-DA34-4886-A9CF-BDACD95579AB@earthlink.net> X-Mailer: Apple Mail (2.1084) X-ELNK-Trace: 63d5d3452847f8b1d6dd28457998182d7e972de0d01da940a3a1423934b81283afdede392cd35d91350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 70.16.215.13 --Apple-Mail-525-55670517 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=windows-1252 the old saw is "it's not how hard you run it. it's how you run it hard." The thing you are trying to avoid is high internal peak pressure. That is more about mixture and spark timing than MAP. I would not hesitate to run 32 inches IF I knew I was well lean of peak = AND both TIT's were below 1650 AND all CHT's below 380. If you have a 7.5:1 compression engine, that should give you a fuel flow = of 17.6 gph or so, depending on which limit you hit first. If you haven't read this series it's well worth it. See articles 63,64, = 65, 66 http://www.avweb.com/news/pelican/182146-1.html ...and then take the APS course. worth every penny. there's a cheaper = online-only one if you don't really want to see the computerized test = cell in action and a lot of good live interaction. http://www.advancedpilot.com/ =20 On Aug 14, 2011, at 9:27 AM, = wrote: > Hello Craig, > =20 > Do you have the GAMI injectors or was your engine set up in a special = way? > I thought that LOP operations are approved up to 28 inHG. I would like = to run mine with 32 inHg but I am afraid to damage something. > Here is what I see so far: > Climb =96 full power =96 full rich (this gives me the coolest temps) =96= 160=85170 IAS =96 CHT 380 =96 390 =96 results in 1600 ft/min = (beginning) 800 ft/min (end) > Level off at FL22, FL23 =96 full power =96 full rich =96 TAS 292=85297 = (on the bezel =96 I know this reads high) =96 #3+4 CHT 380 - 390 > After this LOP at FL22, FL23 at 28 inHG, 16.1 gph =96 TAS 270=85275 = (on the bezel) =96 #1 CHT 360=85375 > Like I said I would like to run it at 32 inHg LOP but I am afraid I = damage something. > =20 > Ralf > =20 > From: Craig Berland. [mailto:cberland@systems3.net]=20 > Sent: Friday, August 12, 2011 2:48 PM > To: lml@lancaironline.net > Subject: [LML] What are your numbers?? > =20 > Going to Oshkosh: > 25,000 ft > ISA +36 degF > 2500 RPM > 32 inHg > 16.9 gph LOP > 276 kts TAS (Chelton) > 374 degF, #2 CHT > 5.1 psi cabin pressure > In my limited IV-P time, I see about 3 kts per 1000 ft altitude = increase. CHT=92s at 18,000 ft are very low (345 degF) and CHT=92s at = 25,000 ft are as above when LOP. I don=92t fly ROP except for climb. = OAT significantly affects fuel flow and therefore speed when LOP. The = IV-P is a fantastic traveling machine. > =20 > Craig Berland > N7VG > =20 > =20 > Hello guys > So today I was happy flying with my 4p going from Daytona to Raleigh = and was wondering what cruise numbers you are using. > For example I was cruising with a MAP of 29, FF=3D16.7, 2500rpm and = did 234kts at 17500ft. > The plane seemed to be very happy, temps were perfect, engine sounded = happy. > So what are your numbers? LOP? ROP? Ron Stevens --Apple-Mail-525-55670517 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=windows-1252 the old saw is "it's not how hard you run it. it's = how you run it hard."
The thing you are trying to avoid is high = internal peak pressure.
That is more about mixture and spark = timing than MAP.
I would not hesitate to run 32 inches IF I = knew I was well lean of peak AND both TIT's were below 1650 AND all = CHT's below 380.
If you have a 7.5:1 compression engine, that = should give you a fuel flow of 17.6 gph or so, depending = on
which limit you hit first.

If you = haven't read this series it's well worth it.  See articles 63,64, = 65, 66

...and then = take the APS course.  worth every penny.  there's a cheaper = online-only one if you don't really want to see the computerized test = cell in action and a lot of good live interaction.


Hello = Craig,
Do = you have the GAMI injectors or was your engine set up in a special = way?
I thought = that LOP operations are approved up to 28 inHG. I would like to run mine = with 32 inHg but I am afraid to damage = something.
Here = is what I see so far:
Climb =96 full power =96 full rich (this gives me = the coolest temps) =96 160=85170 IAS =96 CHT 380 =96 390 =96 results in = 1600 ft/min (beginning) 800 ft/min (end)
Level off at FL22, FL23 =96 full = power =96 full rich =96 TAS 292=85297 (on the bezel =96 I know this = reads high) =96 #3+4 CHT 380 - 390
After this LOP at FL22, FL23 at = 28 inHG, 16.1 gph =96 TAS 270=85275 (on the bezel) =96 #1 CHT = 360=85375
Like = I said I would like to run it at 32 inHg LOP but I am afraid I damage = something.
 
Going to Oshkosh:
25,000 = ft
ISA +36 = degF
2500 = RPM
32 = inHg
16.9 gph = LOP
276 kts TAS = (Chelton)
374 = degF, #2 CHT
5.1 = psi cabin pressure
In my = limited IV-P time, I see about 3 kts per 1000 ft altitude increase. = CHT=92s at 18,000 ft are very low (345 degF) and CHT=92s at 25,000 ft = are as above when LOP.  I don=92t fly ROP except for climb.  = OAT significantly affects fuel flow and therefore speed when LOP.  = The IV-P is a fantastic traveling machine.
Craig = Berland
Hello = guys
So today I was = happy flying with my 4p going from Daytona to Raleigh and was wondering = what cruise numbers you are = using.
For example I = was cruising with a MAP of 29, FF=3D16.7, 2500rpm and did 234kts at = 17500ft.
The plane seemed to be very happy, temps were perfect, engine = sounded happy.
So what are your numbers? LOP? ROP? Ron= Stevens