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Subject: Re: [LML] Re: LIVP Power and Flight parameters from today's flight test.
From: Colyn Case <colyncase@earthlink.net>
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Jeff,=20

can you say what cooling mods you have and what was the outside temp?

As far as the frictional wear, I think you have to look at what typical =
failure modes are for this engine.
I would be more worried about heat than friction.  My personal limit on =
heat is 380 on the CHT's.  (1650 on the turbo but that is really more =
about turbine rpm).  Next after that I would worry about rust (camguard =
and getting the water out of the crankcase).   Then I would worry about =
friction.

Colyn

On Jul 30, 2012, at 8:39 AM, <bronnenmeier@GROBSYSTEMS.COM> =
<bronnenmeier@GROBSYSTEMS.COM> wrote:

Hello Jeff,

Obviously I missed your point the first time and I apologize for giving
you such unqualified advice.

There are two questions in my head where I can't get an explanation so
may be someone can enlighten me:
- why does the MAP raise when you reduce the rpm from 2500/2700 to 2400?
- this is the opposite from what I see during a low altitude/take off
situation (when I reduce rpm I expect my MAP to drop slightly)
- why does the airspeed increase with lower rpm? - on the plane I flew
before (Cessna 182 - don't laugh) I found that the speed dropped
slightly when I reduced the rpm - I took this for granted for all
planes/props, obviously I was wrong.

One more question for your next test flight Jeff:
- can you say anything about CHT and oil temp for 2500 versus 2400 rpm?
During climb WOT gives me usually lower CHT but yields in higher oil
temps - for example on a really hot day I can get oil temps in climb of
220 and CHT 375 with WOT and if I reduce MAP to 32 and rpm to 2500 my
oil temp drops to 205 and CHT raises to 385...395. in cruise my oil temp
is usually below 195.

Ralf


-----Original Message-----
From: jeffrey liegner [mailto:liegner@ptd.net]=20
Sent: Saturday, July 28, 2012 12:03 PM
To: lml@lancaironline.net
Subject: re: LIVP Power and Flight parameters from today's flight test.

I have been running at 2500 for the last six years.  Acceptable
performance.

RPM 2400 is an experiment.

Observations:
At FL240 and 2500MAP, the WOT manifold pressure is ~31.5".  Reduce RPM
to 2400 raised MAP to 34", giving the cabin more pressurization in the
upper deck.  A nice bonus.

RPM 2400 is quieter that 2500.

RPM 2400 apparently yielded an observed 3 KIAS increase in airspeed.
Hartzell similar prop efficiency?

LOP fuel flow of 17.1 gph at RPM 2500 compared to 17.1 gph at RPM 2400
is still the same engine power output (LOP). Same endurance and
distance.

The lower RPM 2400 has less reciprocating internal frictional events per
hour than RPM 2500.  Maybe an engine benefit?

In conclusion: it was an experiment that seems to have some value.  I
will explore this with a New Jersey to Oregon flight next week.

Jeff
LIVP


On Jul 24, 2012, at 7:41 AM, <bronnenmeier@GROBSYSTEMS.COM>
<bronnenmeier@GROBSYSTEMS.COM> wrote:

Jeff,

Why do you run at 2400 RPM? - I usually run at 2500 RPM. This makes you
a little faster.

CHT 394 seems a little high - I try to keep them around 375 -385. What
is your TITmax and do you remember at what TIT did you run? I usually
stay 60 to 70 degree below TITmax on the lean side.

In cruise LOP my cylinder #1 and #2 are the warmest. Most of the times
#2 is slightly warmer.

If I want more fuel flow / speed without increasing TIT and CHT
increasing the MAP works for me - sometimes I go up to 34MAP - this way
I can get fuel flows of around 19 with CHT<385 and TIT  below 70 of
TITmax - this really makes the plane moving fast.

Ralf

-----Original Message-----
From: jeffrey liegner [mailto:liegner@ptd.net]
Sent: Monday, July 23, 2012 8:31 AM
To: lml@lancaironline.net
Subject: LIVP Power and Flight parameters from today's flight test.

Power and Flight parameters from today's flight test.

Level FL240 west bound: 15*F (IAS+41F)

MAP 31.5=09
RPM 2400
Fuel 17.1 gph (LOP)  FP 30
TAS 257
LIAS 174
High CHT 394 (#2, of course)
Cabin Altitude 10,000' (PSID 5.0)

If Fuel 18.1 gph, speed increases TAS 264 but CHT increase.

http://flightaware.com/live/flight/N334P

Comments? Analysis?

Jeff

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