I would suggest you go out and fly the airplane in cruise, at 17.5
gph and 30”
Then reset the engine to 17.5 gph and 32”.
Fly it each way for about 20 minutes at the same altitude. Note
the speeds carefully with each configuration with the airplane fully stable.
Then land and download the data and plot it up in EGView or some
suitable software tool.
Then study the differences.
I can tell you with some confidence that the parameters that
matter to engine durability will be improved with one of those settings - -
verses the other.
Regards, George
From: Lancair Mailing
List [mailto:lml@lancaironline.net] On Behalf Of Colyn Case at earthlink
Sent: Thursday, October 08, 2009 9:08 PM
To: lml@lancaironline.net
Subject: [LML] Re: LOP MP setting for TSIO-550E
assuming
you are talking LOP here.
Interesting
to see what John Deakin would say but I think higher MP just means you are
forcing more air through the engine.
I
think the only reason to use higher MP would be to get enough cabin pressure.
-----
Original Message -----
Sent: Thursday, October
08, 2009 8:13 PM
Subject: [LML] LOP MP setting
for TSIO-550E
My
ES-P has a TSIO-550E with GAMI injectors, and i've recently been through
advancedpilot's web LOP course. But I'm still unclear on at least one
point.
My TSIO-550E will happily run at 17.5 GPH at a MP of any of 30, 31, 32 (among
others). All cylinders remain below 380, and TIT is reasonable.
My understanding is multiplying 14.7 x GPH yields HP, in this case 73.5% power
Is it 73% power no matter how I set the MP, so long as temperatures remain in
control? If that's true, why would I select one MP over another
(realizing I can't run wide open throttle)?