| You are on the rich side and never pulled it enough on too the lean side. If you like to test how, just set your MAP to 26, and pull slowly,you will see it peak (EGT) and then drop off (at low power be at least 30 degrees LOP, at higher power (like 80%) at least 100 LOP. This will give you some margins, as you will see changing altitudes sometimes changes the power settings. (depending on your setup).
At this power setting you can pull it back until you are getting 16gph, check TIT (under 1600 is a good start so you have a margin), if the engine starts to feel rough, add a little, if still rough then do a gammi test (google this), and check if your fuel flow differences are less then 0.5gph, if not, order Gami injectors,best investment for your engine, and at the end WAY more economical :)
There was a nice article not long ago about this where it showed that it is better to use a higher power setting running LOP then lower power setting running it ROP (it will keep your cylinders way cleaner). And 270HP LOP or 270HP ROP will give you the same speed :)~
Now I think I remember that Charlie Kohler did had a TSIO550B so if you like to have some additional training, then I definitely would recommend Charlie, not only he knows how to run and baby your engine, he is a great resource, and can teach you many things about this plane.
== Ronald
On Nov 2, 2012, at 7:50 AM, Guy and Jill Foreman wrote: Reading some of the posts on the LML about IV/IVP drivers. Just wondering how they are getting around 18-19 GPH at cruze power?
I have a straight IV with a TSIO-550-B. I usually fly around 10K feet, using 28in MAP, 2400 RPM, Leaning to 1550 TIT, and getting 21.5 GPH fuel burn.
What am I doing wrong? How is everyone else getting there fuel flow so much lower?
Any advice would be much appreciated.
Thanks,
Guy Foreman
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