mshafer
Well-Known Member
- Joined
- Jan 8, 2013
- Messages
- 425
- Reaction score
- 138
Alot of folks ask about how to run or how I run my Turbo.
This first post is a flight yesterday, 96 degrees F. Density altitude 2,900. I am climbing thru 2.3 heading to 7K (short flight). Airplane is heavy, 3 folks on board and some cargo, estimating with fuel, 950 Lbs or so.
I am running 2" below red line MP because of the inter-cooler differential, as per the restrictions.
Pouring the fuel to it, climb slightly over 1100 FPM @ 111 knots.
Hottest cylinder 361, All EGT's under 1400, TIT at just over 1400. Peak TIT is 1640 so I am over 200 ROP. On cooler days, I lean to 100 ROP in the full power climb and watch the CHT's but yesterday, FULL rich.
This is a typical climb in the heat, as altitude goes up, heat increases so I push the nose over more and climb at 800 or so @ 125 Kts. This keeps the CHT's under 380. Of course, standard days or below standard days are much better and I can squeeze more climb out of it without overheating.
Next post is cruise, LOP.
This first post is a flight yesterday, 96 degrees F. Density altitude 2,900. I am climbing thru 2.3 heading to 7K (short flight). Airplane is heavy, 3 folks on board and some cargo, estimating with fuel, 950 Lbs or so.
I am running 2" below red line MP because of the inter-cooler differential, as per the restrictions.
Pouring the fuel to it, climb slightly over 1100 FPM @ 111 knots.
Hottest cylinder 361, All EGT's under 1400, TIT at just over 1400. Peak TIT is 1640 so I am over 200 ROP. On cooler days, I lean to 100 ROP in the full power climb and watch the CHT's but yesterday, FULL rich.
This is a typical climb in the heat, as altitude goes up, heat increases so I push the nose over more and climb at 800 or so @ 125 Kts. This keeps the CHT's under 380. Of course, standard days or below standard days are much better and I can squeeze more climb out of it without overheating.
Next post is cruise, LOP.
Last edited:
