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#1
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Interesting...
At 20 GPH total that is about 55% - 60% power LOP?
What MP, RPM etc do you set? What do you get for average Indicated airspeed, at what altitude? Mine is an RSTOL T337D. A mechanic who used to maintain a bunch of them, including mine at the time, told me my RSTOL flew noticeably more nose down at higher cruise than similar. I have spent so much time (2,000 hrs) on shorter trips (<2 hrs mostly), lower down (from 9k down to 'at or below 500'), at so many power configs, none stands out as optimal for long legs. A few 3-4 hr trips at 11-12k, briefly higher (14k), for passenger (wife) comfort. --- One of these days when I have nothing else to do.... I will record an actual performance table for my turbo RSTOL Anyone else ever compared to 'book' for a turbo RSTOL?
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David Wartofsky Potomac Airfield 10300 Glen Way Fort Washington, MD 20744 
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#2
12-31-23, 12:41 PM
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I also have an RSTOL kit installed. I don't pay a lot of attention to IAS typically. I usually cruise at 28 in, 2500 RPM, and 9.5gph. This should be around 72%BHP. I flight plan for 197 mph TAS at 17,000, 185 mph at 10K, and 170 mph at 5k. I find I usually come pretty close to those values in cruise. Crossing the mountains I usually fly at 17K ft. Once I am past the Rockies I usually fly around 10-12K ft. The onboard oxygen system works and I have pulse Ox units from mountain high aviation that are super stingy due to on demand delivery. With these I can fly back and forth across the country on one fill, although I bring along a spare cylinder just in case. Pulse delivery also makes it much easier on the sinuses.
Last edited by B2C2 : 12-31-23 at 01:00 PM.
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#3
12-31-23, 02:29 PM
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9.5 gph per engine = 72%?
Is that non-turbo?
My TCM engine chart (for turbo) says about 12.2 gpm for 72% Rich limit around 13gph lean edge around 11.3 9.5 gph on a turbo down around 55% So yours is non turbo? Or is that 'hard' LOP ops? === After 27 years w no engine analyzer, next upgrade I'm thinking about is an engine analyzer. But ...needs to be what, $12-15k of benefit to justify it?
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David Wartofsky Potomac Airfield 10300 Glen Way Fort Washington, MD 20744
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#4
01-02-24, 09:07 PM
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B2C2 doesn't adjust for altitude either. Puzzling. I'm as cheap as the next owner pilot, but there's no way I could operate on those numbers in my P337H.
He must be NA, but who flies NA at 17K? Maybe only because he's crossing the Rockies? What a mushy ride it must be up there NA. Concerned about these figures.  B2C2, please elaborate! Last edited by mshac : 01-02-24 at 09:20 PM.
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#5
01-03-24, 05:30 PM
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Well, maybe B2C2 sets constant power at 9.5 gph per engine?
For normally aspirated that's probably all you CAN get above 10k? Then, at that power setting, B2CS gets 197 mph at 17k 185 mph at 10k 170 mph at 5k My turbo Cessna's manual says similar 65%=11.3 gph 194 mph 15k 183 mph at 10k 173 mph at 5k But then if one uses the turbo... 75% = 12.6 gph (ROP) 216 mph at 20k 203 mph at 15k 194 mph at 10k 184 mph at 5k
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David Wartofsky Potomac Airfield 10300 Glen Way Fort Washington, MD 20744
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#6
01-05-24, 08:18 PM
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Its a turbo, so no change in settings up to 24k ft. MP and fuel flows are constant with altitude. Plane gets faster at higher altitude due to constant power. I have a chart of LOP power that I pulled that number from. I can re-check it but power is directly a function of fuel flow when LOP. all fuel is burned. I always cruise LOP. At current fuel prices its pretty easy to justify the GAMIs. I burn probably 5-6gph less flying LOP. My aircraft came with a JPI 760 and I set fuel flow LOP based on TIT which I hold under 1600F. CHTs are cooler than ROP
Last edited by B2C2 : 02-02-24 at 11:51 AM.
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#7
01-06-24, 10:03 AM
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9.5 gph per engine about 60%
About 60% power?
I've got GAMI's I installed two years ago, when TCM was backordered for injectors for months, and I could buy a complete set of GAMIS shipped next day for about the same. It's probably time I made the next leap, a insight G4 I think. The EI CG series looks sexy, and is primary for everything, but about $20k installed. BUT, it also introduces lots of places for single point failures / grounding as well. We fly inline twins for redundancy which provides safety, as well as performance. The G4 is only cert as primary for CHT and EGT, which is nice. Everything else is advisory. So maybe nice to know, but.... There is the price of the basic 'box' around what, $5k? Then about $3k for the basic harness. To add things like vibration, HP calc, add another $3k t to the harness. Not sure the cost exceeds the benefit on those. and maybe about another $3k too install it all? Going to poke around the site a bit and see engine analyzer discussion
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David Wartofsky Potomac Airfield 10300 Glen Way Fort Washington, MD 20744
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