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  #21  
Old 07-08-2018, 08:13 PM
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RV8JD RV8JD is offline
 
Join Date: Jan 2005
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Quote:
Originally Posted by MConner View Post
Where can I get these numbers for my O-540 ?

Mark
Rv-10
Check out the charts and graphs in Section 3 of the "Operator’s Manual Lycoming O-540, IO-540 Series Engines":

https://www.lycoming.com/sites/defau...2060297-10.pdf
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Carl N.
Arlington, WA (KAWO)
RV-8, 355 Tach Hours
(Pic 1),(Pic 2)
- Out with the Old, In with the New
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RV-8, 1938 Tach Hours (Pic 1),(Pic 2) - Sold

Glasflügel Standard Libelle 201B, N564NS - Sold
Rolladen-Schneider LS1-f, N61MP - No longer owned
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  #22  
Old 07-09-2018, 11:55 AM
daniel_hagan daniel_hagan is offline
 
Join Date: Oct 2007
Location: El Paso, TX
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Quote:
Originally Posted by MountainU2 View Post
I shoot for <= 380 CHT, and my usual flying is at 6500 or 7500ft in the SF Bay area. I find my MP at cruise and full throttle is 22-2300, and I set the prop at 2300. Then I lean until peak, keep going until slightly rough, then back in a couple turns. I end up with about a 1250 EGT. Seems like about 130-140 kts IAS is where she’s happy.

Fire away.
Mountain, I just got an RV7A and am also switching from 10 years of fixed pitch prop. There's a fellow named Deakin that is real good explaining this. There's a youtube with a guy quoting his graphs that I saw last night, but can't find now.

In that video using Deakin theory, they have a "red box" described as Peak EGT to 100* ROP, as this is the area where the engine is under the most stress *IF* producing 75* power (only at sea level). They recommend 25* LOP or 100* ROP and to try avoiding operating in the "red box". The red box isn't necessarily bad, but can reduce engine life if you're in it all the time (as I imagine a lot of rentals probably are).

In my previous Tiger, leaning your method was EXACTLY the same as attempting to do all of the above, but I was usually at 15* LOP. A lot of carbed engines can't handle lean of peak as fuel flow varies per cylinder if not injected.
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  #23  
Old 07-15-2018, 03:42 PM
MountainU2 MountainU2 is offline
 
Join Date: Aug 2017
Location: Roseville, CA
Posts: 16
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Wow. This might be the most helpful series of posts on any forum ever. I really appreciate all the help, and the thought that went into it. And nobody even called me stupid! Thanks.

I have a bit more reading to do, thanks to your posts. I’m also very fortunate to have a great RV community at my airport, especially a few guys who have versions of my airplane and a lot more experience with it. I promise I’m listening to them. What I hoped for was some technical info I could refer to, and MAN, did I get it.

Again, thanks. Fly safe out there.
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RV-6 N91CN
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  #24  
Old 08-05-2018, 08:58 PM
jacksel jacksel is offline
 
Join Date: Jul 2005
Posts: 106
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I have an RV-6 with a carburated O-360 and Hartzell C/S. It's most efficient to run it at full throttle above ~8000 ft during cruide. manifold pressure should be 24" or less. Set cruise RPM ~2400. Try to maintain your Cylinder temps as low as possible, preferably below 350 deg.

Jacksel
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