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pitts_pilot(at)bellsouth. Guest
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Posted: Mon Jun 05, 2006 10:44 am Post subject: injectors was Today's X/C To Black Hills |
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Jesse Saint wrote:
Quote: | v\:* {behavior:url(#default#VML);} o\:* {behavior:url(#default#VML);} w\:* {behavior:url(#default#VML);} .shape {behavior:url(#default#VML);} <![endif]--> st1\:*{behavior:url(#default#ieooui) } <![endif]--> <![endif]--> <![endif]-->
I am going to list some findings from personal research, but this is all IMHO and so on, so please take it as that and correct me where I might be wrong according to your research.
LOP can be dangerous at high power settings, where you have to be careful of temperatures so you don’t mess up your cylinders.
| The ROP/LOP thread has been goin on my GrummanGang also, and from what I read (I didn't do any research) the temps actually go down when LOP. EGTs go down LOP because the combustion is more complete within the cylinder, but CHTs go down too because the combustion time is shorter. Seems logical to me. I've never had the opportunity to experiment.
Quote: |
The beauty of GAMI’s in this situation is that it helps match the fuel flows to all 6 (in this case) cylinders so the temperatures run as close to each other as possible. This way you are not running one cylinder too lean and possibly damaging it while at the same time running another too rich and wasting a bunch of fuel to cool the cylinder more than it needs to be. When you are at a lower power setting, say 60%, however, the LOP operation is not as dangerous. In fact, you can run as lean as the engine will allow without running rough. Yes, you lose power, but you save a lot on fuel. To fully take advantage of this feature, especially in the RV-10, the key is to fly high. You can keep the throttle all the way in, and use altitude to lower your power setting. For example, at 18,000 feet the IO-540 is probably running around 40% power, give or take. At this altitude and this “power setting”, you can lean it right out and you get fuel burns as low as 6.5gph, while still getting good airspeeds, around 155-160 knots, because of the thin air. You also have relatively cold air to keep the cylinders cool. Sure, you may be able to get that type of fuel burn at 1,800 feet, but you would be very slow, which would defeat the purpose of the RV-10. In that case you would be better off with a J3 (it can only fit 2 people, but it may be hard to find 4 people who want to go anywhere that slow anyway J ). Again, GAMI’s might make a difference in this scenario, and it may be worth a try, if we can ever get around to doing it. If somebody has them on their 540, please try some high-flying and let us know what you can get.
| There's also an 'experimental' version of the GAMIs, but I don't remember the company. That was in a ROP/LOP thread somewhere (I'm on too many lists!!!) that couldn't get the GAMIs to work right. The experimental injectors had an insert to control flow where the GAMIs had to change out the whole injector. Quote: |
Has anybody else flown this high in a -10? If so, what kind of numbers have you had?
| God, I'd sure like to!!!!
Linn
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Tdawson(at)avidyne.com Guest
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Posted: Mon Jun 05, 2006 12:01 pm Post subject: injectors was Today's X/C To Black Hills |
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Check the leaning curve in the Lycoming operators manual . . .
TDT
40025
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of linn Walters
Sent: Monday, June 05, 2006 2:43 PM
To: rv10-list(at)matronics.com
Subject: injectors was Today's X/C To Black Hills
Jesse Saint wrote:
<![endif]--> <![endif]-->I am going to list some findings from personal research, but this is all IMHO and so on, so please take it as that and correct me where I might be wrong according to your research.
LOP can be dangerous at high power settings, where you have to be careful of temperatures so you don’t mess up your cylinders.
The ROP/LOP thread has been goin on my GrummanGang also, and from what I read (I didn't do any research) the temps actually go down when LOP. EGTs go down LOP because the combustion is more complete within the cylinder, but CHTs go down too because the combustion time is shorter. Seems logical to me. I've never had the opportunity to experiment.
The beauty of GAMI’s in this situation is that it helps match the fuel flows to all 6 (in this case) cylinders so the temperatures run as close to each other as possible. This way you are not running one cylinder too lean and possibly damaging it while at the same time running another too rich and wasting a bunch of fuel to cool the cylinder more than it needs to be. When you are at a lower power setting, say 60%, however, the LOP operation is not as dangerous. In fact, you can run as lean as the engine will allow without running rough. Yes, you lose power, but you save a lot on fuel. To fully take advantage of this feature, especially in the RV-10, the key is to fly high. You can keep the throttle all the way in, and use altitude to lower your power setting. For example, at 18,000 feet the IO-540 is probably running around 40% power, give or take. At this altitude and this “power setting”, you can lean it right out and you get fuel burns as low as 6.5gph, while still getting good airspeeds, around 155-160 knots, because of the thin air. You also have relatively cold air to keep the cylinders cool. Sure, you may be able to get that type of fuel burn at 1,800 feet, but you would be very slow, which would defeat the purpose of the RV-10. In that case you would be better off with a J3 (it can only fit 2 people, but it may be hard to find 4 people who want to go anywhere that slow anyway J ). Again, GAMI’s might make a difference in this scenario, and it may be worth a try, if we can ever get around to doing it. If somebody has them on their 540, please try some high-flying and let us know what you can get.
There's also an 'experimental' version of the GAMIs, but I don't remember the company. That was in a ROP/LOP thread somewhere (I'm on too many lists!!!) that couldn't get the GAMIs to work right. The experimental injectors had an insert to control flow where the GAMIs had to change out the whole injector.
Has anybody else flown this high in a -10? If so, what kind of numbers have you had?
God, I'd sure like to!!!!
Linn
Do not archive.
Jesse Saint
I-TEC, Inc.
jesse(at)itecusa.org (jesse(at)itecusa.org)
www.itecusa.org
W: 352-465-4545
C: 352-427-0285
From: owner-rv10-list-server(at)matronics.com (owner-rv10-list-server(at)matronics.com) [mailto:owner-rv10-list-server(at)matronics.com (owner-rv10-list-server(at)matronics.com)] On Behalf Of Wayne Edgerton
Sent: Monday, June 05, 2006 7:43 AM
To: rv10-list(at)matronics.com (rv10-list(at)matronics.com)
Subject: Re: Today's X/C To Black Hills
I also ran Gami's injectors in my Baron and they worked great. It took my fuel flow down from around 32 gph to 26 gph, I had IO550's, but I did lose some speed in doing this.
I've ordered the Advanced Flight System 3400 from Stein and on Advanced Flight Systems web site there is an interesting article on flowing the nozzles. If you're interested, go to this web address http://www.mstewart.net/super8 and click on the bottom left where it says [b]Flowing the nozzles[/b]. I think you'll find the write up interesting, if you're considering running lean of peak. I'm sure you all know that when running LOP you have to be very careful and really monitor what's going on with the temperatures.
Wayne Edgerton #40336
Finishing up the canopy
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6/2/2006
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6/2/2006
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