20°ROP vs 50°ROP
20°ROP vs 50°ROP
What are the dangers of running the IO-520 at 20° ROP versus say 50°ROP at either 2500 prop rpm or 2400 prop rpm?
Re: 20°ROP vs 50°ROP
Unless for very specific reasons, these both are at or around the most brutal spots to run the engine.
To be honest, I find little to no reasons to run the engine at around there, as the compromise is rather bad. A2A engines run very well both richer (for power) and leaner (for economy).
-Esa
To be honest, I find little to no reasons to run the engine at around there, as the compromise is rather bad. A2A engines run very well both richer (for power) and leaner (for economy).
-Esa
Re: 20°ROP vs 50°ROP
OK I will just run it at what flightplan.com says for fuel flow at cruise altitudes I am usually mid 1350's to low 1360's on EGT and 181 to 185 on CHT. I am at 48ROP EGT and my CHT's are 366.8f also Akar I have came up with 3 cruise power settings in another post
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Re: 20°ROP vs 50°ROP
best power aorund 75F ROP and best economy around 60F LOP
but highest power also means highes internal combustion pressure so max stress for the material. best economy is close to the engine becoming rough, sometimes not even achievable as not every cylinder runs with exactly the same fuel air ratio and the power curve falls much steeper on the lean side of max EGT.
but highest power also means highes internal combustion pressure so max stress for the material. best economy is close to the engine becoming rough, sometimes not even achievable as not every cylinder runs with exactly the same fuel air ratio and the power curve falls much steeper on the lean side of max EGT.
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