Martin. I got my private license back in 1977. I stopped flying in 1980 when I got married. I'm 66 years old and can't wait to fly again. Your videos are informative and very practical . I enjoy learning from your flights. I look forward to more.
This helped me put 4-5 different engine functions into a brain file that I can remember. I have often thought the digital engine monitors are so much more helpful than just an analog “pressure gauge”.... you just proved it. Thanks!!!!!
Glad it helped, Jeffrey. And I couldn't imagine owning a plane without a digital engine monitor. You get so much insight into what's going on in the engine! Best, Martin
Very well done. Nice to the point description of how you set up the flight and then monitored parameters. Very useful information for every Bonanza pilot. Thanks !!
Thanks for sharing Martin! I have been flying my Six without an engine monitor for around 8 years. But now with the new Dynon EMS it's a different kind of flying. Now I can see everything that I've been doing not so right. A very big difference flying with an old analog EGT gauge to now flying with every detail. It's been a huge learning curve for me! So watching your settings, temps, and performance values helps me understanding the dynamics of leaning much better. Stay safe and have a great day!
Thanks, and yes - learning how to interpret all the info from the engine monitor is a big learning curve, but once you get it, it becomes second nature. And you can get so much valuable information about your engine and its health - that alone is worth the price of admission. - Martin
I've just finished transition training in a V35 with the same IO550 / Top Prop setup. This along with your extensive LOP video have helped me a great deal in understanding proper leaning procedures. The flying community (especially those fortunate enough to fly a Bo) benefits greatly from the content people such as yourself and Scott Perdue at Flywire generate. I offer my sincerest thanks for your videos.... and a beer should we cross paths.
You're walking in tall cotton now Martin! You have a beautifully configured airplane you can be very proud of. If you're ever down in Houston look me up. I'm closest to KDWH airport.
Thanks, Preston. Houston is where N70TB was based before I bought it, and KDWH is where we did the pretty inspection. She'll feel right at home. 👍 - Martin
Thanks for sharing the video, enjoyed watching the process. I don't have to do the leaning process, I fly behind a Rotax, so this is something that fascinates me. Maybe in the future I will get to dig into that process in person. Great informative video as usual.
@@martinpauly Yes, the Rotax uses two Bing carbs that auto-adjust for the air pressure at altitude, so no mixture knob. It is a little engine, just 100 hp, but very efficient. I flew 1.8 hours Saturday on 7.6 gallons of Mogas. Slow, but inexpensive.
There's a lot to love, Buck. The IO-550 is powerful and smooth; it's probably the engine that should have been in the A36 Bonanza from the start. - Martin
Very nice I have had the 550P in my 210, no experience with the 520. I just put the 930 in too and haven’t got the confidence to try LOP yet. Thanks for the informative video, I may try. No gamis either.
Thanks, Bryan. LOP is no magic; you may want to check out my LOP training video on TH-cam and give it a try. Not all engines run LOP smoothly without GAMIjectors, but give it. try before dismissing it. - Martin
Thanks for the kind words. Regarding leaning in the descent: after a lean-of-peak cruise, I usually leave the mixture lean and only push the mixture knob forward slightly if the engine starts running rough in the denser air in the descent. The one caveat is if you land this way and you find yourself in need of a go-around, you MUST push the mixture to RICH - otherwise the engine may quit if you leave it leaned all the way when opening the throttle. Regards, Martin
Looks dialed in for maximum efficiency. The upgraded electronic engine monitor sure makes precision operation possible. I’m excited for you! Thank you for letting me, and all aviators, ride along on your data gathering flight. Safe landings!
Really really great video Martin. I love how you explain all of the details especially the graph. Didn't make sense until you highlighted everything. Well done. Nice improvements. Glad you are pleased with the new performance. What does the radar altitude gauge do? Didn't notice it before. Didn't look operational. Thanks and stay safe and healthy.
So Martin, when are we going to see that TATurbo install? LOL! Nice flight. Would you consider doing a video on the JPI 930? The stuff JPI puts out isn't 'real world' and I really got an opportunity to see how it works watching this. But, I'd like a more in-depth understanding of it. I'm sure other pilots, and us "ground-bound penguins" would like a little insight! Thanks in advance
No turbo for me, Gary. If I lived near mountains, then yes - but for my kind of flying, I don't think it's worth the extra acquisition cost and ongoing maintenance cost. Regarding understanding of the engine parameters: My Lean-of-Peak training video on TH-cam is a good start. And John Deakin's column "Pelican's Perch" on AvWeb - highly recommended. - Martin
@@martinpauly I guess my warped sense of humor for the better of me. I think we talked about the turbo option earlier, and I totally agree. Mountain area, desert, hot and high, it makes perfect sense. Not financially sound, but that upgrade to IO-550 was a no brainer. I'll go back and look at you LOP videos. I'm never going to fly as PIC again, but you know how it goes, once you've departed terra firms and touched the sky, that is where you're heart resides. Thanks for the response, fly safe, be careful, and can't wait to see where you and Becky go for breakfast next!
Martin, another great video. Thanks! Subscribed. Lovely low CHTs, terrific performance and what a fantastic engine monitor. You have a great set up. I'm trying to sell my J35 and will be replacing with an A36. Love the Vtail -- most reliable bird I've owned -- but need more UL and another seat or 2 would be nice. Cheers!
Great video Martin, I'm surprised you stop at 20 degrees lop. In the Cirrus, pretty much the same engine, it's 75 rop and 50 lop for the settings, 65% max power when running lop.
Above 8000' you can run it at peak. Going leaner cost a lot of HP and speed drops off quickly. The big savings in fuel with small loss is speed comes on the rich side of peak. Once you reach peak the tradeoff between fuel and speed is not as compelling. This is, of course, all regarding a normally aspirated engine.
As @kcpumpguy said, at lower power settings (like here at 10,000), there isn't much of an advantage of leaning all that much. Had I been at 5,000, then yes, I would have aimed for 80 deg LOP or something like that. Look up "red box" or "red fin", and it'll all make sense. Best, Martin
Martin, just rewatched this video. Would be curious how this info has changed or remained the same after 2+ years on the new engine. (maybe a new video idea?)
Great video, Martin. That graph made things very clear. I've not seen that before, But I thought you normally ran 50 LOP? If the TAS is off, since it's a mechanical gauge, doesn't that mean your IAS is off too and if the IAS is reading high isn't that slightly dangerous?
I don't think the TAS being off by a few knots is dangerous. One of these days I'll get an EFIS, or get the mechanical gauge looked at. How far LOP I run is a function of power. At 10,000 feet, there's no need to go too far too the lean side. If this had been at 5,000, I would have aimed for 80 deg LOP or so. - Martin
@@martinpauly Thanks for the explanation that you use different LOP at different altitudes. I had not realized that. As for the IAS error, dangerous was the wrong word. I know that you would never do anything dangerous. I guess the point I was trying to make was that because of the way the TAS is calculated, basically using a circular slide rule, that an error in TAS correlated with an error in IAS. Admittedly the error is small, and if the error is a constant percentage then the error would be even smaller at approach speeds. And I suppose it's possible that the error is in the OAT. :)
Nice to see the new numbers as things settle in...I'm curious to compare the speeds vs fuel burn to the IO470 in my H35 - less power, but also a bit less weight/drag. My last check on a similar run was about 161KTS LOP at 21", 11.6GPH...ROP would usually put me closer to 165/13GPH, which is in the ballpark. But you can also still go rich of peak, and that shiny 550 will run the tables on the ol' 470... :-D
Well, my IO-550 against your IO-470 is not a fair comparison - but neither is your light V-tail against my heavier A36. The IO-550 seems like the right-sized engine for my airframe. Best, Martin
Hi Martin. It was good to see your approach to analyze the performance of your baby. 👍 I you were to depend on your steam-gauge ASI, and it over-reads about 10 KIAS, wouldn't this be a close call in some maneuvers? Doesn't the gauge get calibrated during the annual pitot-static test, and needs to be within close tolerance, especially on an IFR certified aircraft?
I am not aware of a regular test or calibration of the airspeed indicator. Altimeter and transponder, yes, and it's immediately clear why they need to be spot on. - Martin
@@martinpauly I wondered the same. But since its called a 'pitot static test' one would assume that everything that's connected to the pitot also gets tested, and it puzzles me that this seems not to be the case.
Marin....love the videos ! Please keep up the good work ! I would like to ask where you received your break in procedure for your IO 550 & if you have a different protocol to operate your 550 than your 520 ? Many Thanks !
when my dad and i get a panel upgrade done in our 210, which will include all new engine instrumentation, I really want to get an intake air temperature probe added to the intake manifold. I also want to get GAMIjectors. Then I can actually calculate the density of the air in the intake, also note the RPM and subsequently log the fuel flow on a table. This is called speed density tuning in the automotive world and provides a lookup table as a fallback for the computer when mass airflow sensors fail. Having a performance profile like this would make it so I could accurately lean by fuel flow very quickly and then verify with EGT. Making it so I spend very little time in the "red zone" of detonation margin. Its a turbocharged model, but none of the book numbers are very good because there's an added intercooler STC, the intercooler completely changes the book numbers because of the density increase provided by the cooler charge air. I want to build a speed density table for 20deg LOP and 150deg ROP, the ROP table being for knowing my max takeoff power numbers for mountain flying. I would love to have your engine and prop combo as a turbo normalized installation for the 210!
Martin, your video was very informative as usual and wonderful to see your performance gains. You mentioned that you went with Continental tuned injectors instead of Gami’s was there a reason? Obviously with a .2 gami spread you made a good decision but you couldn’t have known that at the time you made the decision. Just curious......
It's very simple: you get TCM's injectors when you buy an engine from them. You can't buy a TCM engine with GAMIjectors. If you like the GAMI spread, you're all set - otherwise you buy the GAMIjectors and replace the stock ones. - Martin
Love the video Martin, great information. Extremely easy to see why you made the upgrade. May I ask the cost difference between the 550 upgrade versus the 520 rebuild (excluding the prop change)?? I am currently airplane shopping and the A36 is one of my potentials. I'd like to factor in the cost if I were to buy an airplane with a high time 520. Thanks.
I appreciate the way you calculated the true airspeed. There is too much instrument error on ASI at high speeds. That is great performance burning 13.5 gph at 167 knots. Everyone should calculate KTAS this way.
Sir, do naturally-aspirated piston-engine aircraft tend to cause piston ring flutter when cruising at long periods at altitude with manifold pressure lower (let say 11,000 ft ISA or warmer less than 20 in Hg) of what is recommended in the POH during cruise?
"Piston ring flutter is a result of low manifold pressure with high propeller RPM", that is, while pistons rattle up and down and the rings scar and may scrape the cylinder walls, according to the book I've read.
Stop, I might not be installing something here totally but you were running 2500 into the wind and 2400 with the wind, right? Isn't that short of a true comparison? Just curious. Great info presented clearly. Daniel
With a 13.5gph burn and 165ktas and the addition of tip tanks, you’d have a 1,300 mile range with a 30 minute reserve. That’s impressive. That’s New Orleans to Phoenix non-stop
Martin...did you have the fuel tank senders replaced from the factory units? I noticed that the EDM shows precise fuel levels. If so, what did you use? Thanks!!
Hi Jim. Those are the factory fuel senders (resistive type). I know people swear on the CiES senders, and if I ever need to replace mine, that's what I'll get - but I am very pleased with my original resistive senders. Best, Martin
Jimmy, yes, it is OK in a normally aspirated airplane to operate at peak EGT if you so desire, though peak EGT is just that - it is neither optimized for speed (that would be about 80 deg ROP) nor for efficiency (that would be LOP) nor for cool temperatures (that would also be LOP, or way ROP). Regards, Martin
Hi Kenny, no, the IFD 550 on its own cannot do that. You need an Air Data Computer (often part of an EFIS) to do that, and to feed TAS into the IFD. I don't have that (yet). - Martin
@@martinpauly Thank you Martin. We run a 550 in the SR-22 and have TAS readout, so it must be as you suggest that we have an Air Data Computer feeding it in.
When I upgraded my F33A from the 520 to the 550 I picked up something more like 7 knots. It went from 165 Kts to 172 Kts burning 1/2 - 1 more GPH. The fact that you picked up 12 Kts is surprising to me. I've always said that the increase in speed really isn't worth the upgrade (for me only 7Kts). It's the increase in climb performance that makes the 550 worth the money. I'll be interested to see how it climbs out of Aspen for you, that should really make you smile.
kcpumpguy So much of the performance increase can be attributed to the prop being used. Be interesting to see the cruise results with a two-blade MTV-15, if it were approved. Only the the three-blade MTV-9 is, even though a two-blade is typically faster.
All the props on the 550 STC are three blade. There is no 2 blade that can put legally on the 550, at least not on a Bonanza. It looks like Martin has a Hartzell Super Scimitar on the plane now. I don't recall if the prop was changed along with the engine upgrade. If the prop is also new, that could explain the large speed increase.
I just went back and looked. Martin did get a new prop along with the engine upgrade. He had a 2 blade that wouldn't work with the 550 STC. I suspect that some of the speed increase is coming from the Hartzell prop.
Besides the engine, I replaced the old McCauley prop with a modern Hartzell Scimitar prop. The McCauley was already 3-bladed; otherwise the old config would have been a tad bit faster. Between the stronger engine, efficient prop, and going from old and worn out to all-new, the net speed increase is quite something! - Martin
So for any of us looking at an engine and considering an upgrade like you did, would you now say the 12 knots were worth it (ignoring the other benefits of the engine upgrade)? Thanks for the video.
That depends... If my old engine hadn't been old, I would not have upgraded - no way I would have ripped out the IO-520 and paid $80K just for the speed improvement. But given that the engine and prop were ancient and had to be replaced before too long, upgrading to the IO-550 still looks like the right thing to do. - Martin
I like it, because it tells me I'm approaching the "peak area" for the engine. Also a good indication if something was vastly different than normal here, e.g.due to an induction leak. - Martin
@@martinpauly I'm not sure I follow. I have a similar system in my Avidyne Cirrus (also an IO-550 that I fly LOP). The confusion I have is that the big number below tracks the leanest cylinder. Are you setting that one to 20°LOP, or one of the other 5 that is the smallest delta? In lean assistant, if I start on the rich side, it'll track the first to peak, then when I keep going to the lean side, it'll track the last to peak. That way, you can be sure that whatever cylinder that's closest to peak has the required margin.
@@hpux735 At 7:42 it shows #3 as the richest cylinder, i.e. the last one to cross peak EGT. At that moment, the Delta LOP resets and now references the peak EGT for #3. From here on, it works like you describe for the Cirrus.
It's interesting how well you get to know an engine with a number of hours flying behind it. I always seem to fly into headwinds even when reversing course! :) Have you balanced your new prop yet? I recently balanced mine and I was surprised at the difference.
"same settings, 20 LOP" but 12 knots faster - was the fuel consumption also the same? Just wondering whether the new engine / prop is more efficient or it is making more horsepower along with consuming more fuel at 20 LOP?
It's new, but I also upgraded from an older McCauley design to a fairly modern Hartzell Scimitar. Both have three blades, but the Scimitar is more efficient in turning shaft HP into thrust. - Martin
Thank you Martin for the informative Vid as always “awesome” . Two questions; 1. Leanest 13.3 then Richest 13.7FF Gami spread 0.4 so once you get “Richest “message on JPI do you stop leaning then you push exit or you continue leaning the mixture to 20 LOP? Or is it determined by JPI as you get Richest that means you’re at 20 LOP? 2. I noticed you kept the prop wide open even after passing 1000 AGL so governor reduced it a little so you didn’t retard it to 2500rpm til you were level n cruise altitude? When i got endorsed in my A36 was told to bring prop to 2500rpm as i reach pattern altitude and keep it like that in the climb to reduce stress on the engine. Your feed back is much appreciated ..thx Martin 🙏🏻👍
Erstaunlicherweise ist dieses Verhältnis nahezu gleich geblieben. Was eigentlich nur damit zu erklären ist, dass der neue Propeller um einiges effizienter ist, oder der alte Motor war... tja, alt und müde. (Oder beides.) - Martin
Did it come set in a specific pitch to start with? Pardon my ignorance on these matters, trying to establish of by altering the pitch etc to better effect. Most likely your going to say its a variable pitch etc lol Just trying to educate myself on these matters.
Thanks for your reply actually I’m flying to Challenger 605 and one of my simulator training session is Aspen Colorado As one of the simulator training for initial and re-current type rating course Look forward to your video turn always wishing you a safe flights
@@MrGoldman9 I saw many Challengers, Globals, Gulfstreams, Falcons and other very expensive aircraft on the ramp there at Aspen. More than any other place I've been to, except KTEB. I really felt out of place in the Bonanza. 😁 Then I heard a radio call where a jet crew requested to deviate from the approach and fly through the valley instead. It was a beautiful day, and I guess we all enjoy a beautiful view, regardless of what we fly. - Martin
Thank you captain Martin for your reply You are totally right most of the VIP in the world Aspen And Lugano is like main famous hub for them, specially in the winter time Currently I’m flying overseas with vip cl605 Soon I will be in Michigan Hope to see you and fly with you one day so I hope to have the chance to be in your TH-cam channel If I’m lucky to meet with you always wish you safe flights
I have the original E-185 engine and so far have resisted advice to upgrade. The small performance improvements provided by much larger engines don't seem worth the $.
There is nothing wrong with that. At the same time, I was facing an expensive bill even if I had replaced the engine with another IO-520. The delta between doing that and upgrading to the IO-550 was around $10K ($70K vs. $80K total). - Martin
The prop governor was not correctly adjusted at that time. We have since then fixed that to get the full RPM. 30GPH isn't bad, but technically it's above the allowed range specified by Continental. - Martin
Good question... probably: nothing. It's not like its accuracy is as important as the altimeter or transponder (which get checked regularly). Cruise speed is whatever speed I get; it's not like I have to precisely hold a target speed. And during approach and landing speeds, it seems to indicate more accurately. - Martin
As a quick Google search will tell you: 315 hp (235 kW) at 2500 rpm, dry weight 537.3 lb (243.7 kg) plus two turbochargers of 28.2 lb (12.8 kg) each. Similar to the TSIO-550-K but with FADEC fuel injection and ignition control.
@@hyeongjunkim8518 Look, I don't mind answering questions here, but have you made any attempt at all to find an answer yourself, before asking me? If you search for "Continental engines letters", you'll find this link: www.tcmlink.com/pdf2/SIL05-3A.pdf This is all I can tell you. I have not flown with the specific engine you asked about (TSIOF-550-K). Regards, Martin
Lean of peak was the standard way to operate in the golden age of piston-powered airline traffic, David. Lindbergh crossed the Atlantic LOP. Airlines flew across oceans LOP. In WWII, LOP was classified because it gave bombers and fighters a competitive advantage. In the jet era, we kind of forgot about LOP, and then told ourselves that it was harmful, without really understanding why. It never has been harmful, when done correctly. Check out my LOP training video for details: th-cam.com/video/h3bATVXMHQg/w-d-xo.html Best, Martin
Use the four way method listed in this article to check your position error at several airspeed. www.kitplanes.com/flight-testing-finding-tas-from-gps-data/
You are right, there are several other methods to confirm TAS which are more accurate than what I did, generally speaking. Still, with the very firm and uniform winds aloft forecast on the day of my flight, I stand behind the accuracy of the results I obtained. - Martin
@@martinpauly I agree with your method for what you were trying to accomplish. It was time efficient and easy to perform. In the video you mentioned that your TAS on your mechanical gauge is off a few knots at higher air speeds. This error related to speed is referred to as "position error". If you are interested in knowing the amount of error at a given speed you can do the testing in the link above. You're right that in day to day operation that it normally doesn't matter. I'm a former flight test engineer so I geek out on this stuff.
Martin, do you know advancedpilot.com? These folks know much about lean-of-peak operation. I did their in-person seminar years ago. It was eye opening. I had a Mooney Missile with an IO-550-A. I operated it LOP, as did it’s previous owner. Your engine will last longer LOP and your A&P will be amazed. They advocate the Big Mixture Pull to get to LOP and use fuel flow exclusively to set % power. I routinely ran 13.5 gph yielding 65% power. Per cent power yields the same speed, whether ROP or LOP. Reach out if you want more info.
Yes, I know them well. Took both their basic and their "Master" class. My LOP training video on TH-cam is based on things I learned there. To this day, there isn't any better engine management training than what APS had going. - Martin
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Martin. I got my private license back in 1977. I stopped flying in 1980 when I got married. I'm 66 years old and can't wait to fly again. Your videos are informative and very practical . I enjoy learning from your flights. I look forward to more.
Thanks, Charles - and I hope you can find your way back into the cockpit. Go for it!
- Martin
I learn a little bit each time I watch . Thanks Martin
You are welcome, David - thanks for watching!
- Martin
This helped me put 4-5 different engine functions into a brain file that I can remember. I have often thought the digital engine monitors are so much more helpful than just an analog “pressure gauge”.... you just proved it.
Thanks!!!!!
Holy cow the view is amazing. Where do you live?
Glad it helped, Jeffrey. And I couldn't imagine owning a plane without a digital engine monitor. You get so much insight into what's going on in the engine!
Best, Martin
Very well done. Nice to the point description of how you set up the flight and then monitored parameters. Very useful information for every Bonanza pilot. Thanks !!
Glad you found it useful, Robert!
- Martin
Cool to see the number, I know you mentioned the differences between your old vs new motor at the ACCA, but nice to see it graphically....
Thanks for sharing Martin! I have been flying my Six without an engine monitor for around 8 years. But now with the new Dynon EMS it's a different kind of flying. Now I can see everything that I've been doing not so right. A very big difference flying with an old analog EGT gauge to now flying with every detail. It's been a huge learning curve for me! So watching your settings, temps, and performance values helps me understanding the dynamics of leaning much better. Stay safe and have a great day!
Thanks, and yes - learning how to interpret all the info from the engine monitor is a big learning curve, but once you get it, it becomes second nature. And you can get so much valuable information about your engine and its health - that alone is worth the price of admission.
- Martin
I've just finished transition training in a V35 with the same IO550 / Top Prop setup. This along with your extensive LOP video have helped me a great deal in understanding proper leaning procedures. The flying community (especially those fortunate enough to fly a Bo) benefits greatly from the content people such as yourself and Scott Perdue at Flywire generate. I offer my sincerest thanks for your videos.... and a beer should we cross paths.
Thanks, Eric - and I'll happily take you up on that beer offer if we ever meet! 👍
- Martin
Well done video and great description of the game spread. That makes sense now. Thanks.
Thanks, Jim - glad it was helpful.
- Martin
The A36 punching through the barrier, now that made me laugh because I had to take a quick second look, going what the hell! Well done!
Very well done. The scientific approach is fantastic. The plane turned out almost "supersonic".
Yes, almost 😁
- Martin
Wow! 90 degree crosswind at 12 gusting to 24. I was looking forward to how you handled that. Thanks for the video and congrats on the upgrade.
Thanks! Sorry to end just before touchdown, but I can assure you no metal was bent on landing, Loren. 👍
- Martin
It's good to see you flying again Martin. I really like the EDM-930. That was a great test with great results!
I absolutely LOVE the EDM-930. Wonderful display, and great presentation of the engine data.
- Martin
Thank You for the informative video.
You are very welcome, Christoph.
- Martin
Nice number on the new engine! Flying 20 LOP will let you have many reliable hours of operation, and you know it! Keep up the good work Martin!
Thank you, Gustavo!
- Martin
Great video Martin. Thanks for walking us through your real world improvements. Looking forward to seeing some of the new Cross County videos!
Thanks, Kyle. Yes, I'll have the Aspen/Colorado video out in a few weeks.
- Martin
Always fascinating to learn why things do what they do, and very satisfying to explore the reality of design matching intent. CAVU, Martin! 😎👍
Thank you, Mike - glad you got something out of it!
- Martin
You're walking in tall cotton now Martin! You have a beautifully configured airplane you can be very proud of. If you're ever down in Houston look me up. I'm closest to KDWH airport.
Thanks, Preston. Houston is where N70TB was based before I bought it, and KDWH is where we did the pretty inspection. She'll feel right at home. 👍
- Martin
Outstanding results Martin! Thanks for the great video and I look forward to your next updates.
Great video and thanks for the visual description of the GAMI spread. Very helpful.
Glad it was helpful, Nathan!
- Martin
Great video Martin. Looking forward to your Aspen video!
Aspen was fun - I'll have that out in a few weeks.
- Martin
this was a very nice learning experience, i really enjoyed every bit of this video, thanks a lot Martin
Glad you enjoyed it, Wael!
- Martin
That was very interesting and informative. Thank you Martin. I learned a lot.
You are welcome, Ken!
- Martin
Great stuff Martin!
Thank you, Oliver.
- Martin
Love the bonanza sonic boom thumbnail
Thanks, Scott. I know, it's a it exaggerated, but I couldn't resist.
- Martin
Another very informative video. Thanks for sharing.
You are welcome, Steven!
- Martin
After every one of your videos I've learned something. Love your channel.
Another great video, thanks Martin.
Thanks, Ryan! I still get a big smile every time I takeoff with the new engine. So much power...
- Martin
Interesting stuff, Martin. Thank you.
Glad you enjoyed it, Jeff.
- Martin
Very cool, great video! Very informative.
Thanks, Toby. I hope all is going well for you.
- Martin
Thanks for sharing the video, enjoyed watching the process. I don't have to do the leaning process, I fly behind a Rotax, so this is something that fascinates me. Maybe in the future I will get to dig into that process in person. Great informative video as usual.
Thank you, Russ.
I am not familiar with Rotes engines - what controls the mixture there? Is it all automated?
Regards, Martin
@@martinpauly Yes, the Rotax uses two Bing carbs that auto-adjust for the air pressure at altitude, so no mixture knob. It is a little engine, just 100 hp, but very efficient. I flew 1.8 hours Saturday on 7.6 gallons of Mogas. Slow, but inexpensive.
@@russperkins4054 Thanks, Russ - sounds pretty efficient!
- Martin
Nice one Martin!!! Love the 550
There's a lot to love, Buck. The IO-550 is powerful and smooth; it's probably the engine that should have been in the A36 Bonanza from the start.
- Martin
Very nice I have had the 550P in my 210, no experience with the 520. I just put the 930 in too and haven’t got the confidence to try LOP yet. Thanks for the informative video, I may try. No gamis either.
Thanks, Bryan. LOP is no magic; you may want to check out my LOP training video on TH-cam and give it a try. Not all engines run LOP smoothly without GAMIjectors, but give it. try before dismissing it.
- Martin
Really interesting video. Thankyou for the great content.
Thank you, James - glad you liked it.
- Martin
Mr Martin i ennjoy everyone of your videos. U really do a good job. I have a question : How do u lean the mixture in descent.
Thanks for the kind words. Regarding leaning in the descent: after a lean-of-peak cruise, I usually leave the mixture lean and only push the mixture knob forward slightly if the engine starts running rough in the denser air in the descent. The one caveat is if you land this way and you find yourself in need of a go-around, you MUST push the mixture to RICH - otherwise the engine may quit if you leave it leaned all the way when opening the throttle.
Regards,
Martin
Great information. Thanks
My pleasure, Clayton.
- Martin
Looks dialed in for maximum efficiency. The upgraded electronic engine monitor sure makes precision operation possible. I’m excited for you! Thank you for letting me, and all aviators, ride along on your data gathering flight. Safe landings!
Yes, the engine monitor (JPI EDM930) is a true gem. I like it a lot!
- Martin
Really really great video Martin. I love how you explain all of the details especially the graph. Didn't make sense until you highlighted everything. Well done. Nice improvements. Glad you are pleased with the new performance. What does the radar altitude gauge do? Didn't notice it before. Didn't look operational. Thanks and stay safe and healthy.
Bill, the radar altimeter shows height above ground - but only when I turn it on (which I rarely do).
- Martin
So Martin, when are we going to see that TATurbo install? LOL! Nice flight. Would you consider doing a video on the JPI 930? The stuff JPI puts out isn't 'real world' and I really got an opportunity to see how it works watching this. But, I'd like a more in-depth understanding of it. I'm sure other pilots, and us "ground-bound penguins" would like a little insight! Thanks in advance
No turbo for me, Gary. If I lived near mountains, then yes - but for my kind of flying, I don't think it's worth the extra acquisition cost and ongoing maintenance cost.
Regarding understanding of the engine parameters: My Lean-of-Peak training video on TH-cam is a good start. And John Deakin's column "Pelican's Perch" on AvWeb - highly recommended.
- Martin
@@martinpauly I guess my warped sense of humor for the better of me. I think we talked about the turbo option earlier, and I totally agree. Mountain area, desert, hot and high, it makes perfect sense. Not financially sound, but that upgrade to IO-550 was a no brainer.
I'll go back and look at you LOP videos. I'm never going to fly as PIC again, but you know how it goes, once you've departed terra firms and touched the sky, that is where you're heart resides.
Thanks for the response, fly safe, be careful, and can't wait to see where you and Becky go for breakfast next!
Martin, another great video. Thanks! Subscribed. Lovely low CHTs, terrific performance and what a fantastic engine monitor. You have a great set up. I'm trying to sell my J35 and will be replacing with an A36. Love the Vtail -- most reliable bird I've owned -- but need more UL and another seat or 2 would be nice. Cheers!
With those goals in mind, I think you'll love the A36, Mark. Good luck for finding yours!
- Martin
Awesome video, Martin, thank you! One question, with the old engine and same 20 deg. LOP, what was your fuel burn?
The difference was 0.5 GPH, e.g. at typical cruise the 520 would sip 12.5 GPH, whereas the 550 takes 13.
- Martin
Great video Martin, I'm surprised you stop at 20 degrees lop. In the Cirrus, pretty much the same engine, it's 75 rop and 50 lop for the settings, 65% max power when running lop.
Above 8000' you can run it at peak. Going leaner cost a lot of HP and speed drops off quickly. The big savings in fuel with small loss is speed comes on the rich side of peak. Once you reach peak the tradeoff between fuel and speed is not as compelling. This is, of course, all regarding a normally aspirated engine.
As @kcpumpguy said, at lower power settings (like here at 10,000), there isn't much of an advantage of leaning all that much. Had I been at 5,000, then yes, I would have aimed for 80 deg LOP or something like that. Look up "red box" or "red fin", and it'll all make sense.
Best, Martin
Martin, just rewatched this video. Would be curious how this info has changed or remained the same after 2+ years on the new engine.
(maybe a new video idea?)
The observations I shared back then are still valid, Kyle.
- Martin
Great video, Martin. That graph made things very clear. I've not seen that before, But I thought you normally ran 50 LOP?
If the TAS is off, since it's a mechanical gauge, doesn't that mean your IAS is off too and if the IAS is reading high isn't that slightly dangerous?
I don't think the TAS being off by a few knots is dangerous. One of these days I'll get an EFIS, or get the mechanical gauge looked at.
How far LOP I run is a function of power. At 10,000 feet, there's no need to go too far too the lean side. If this had been at 5,000, I would have aimed for 80 deg LOP or so.
- Martin
@@martinpauly Thanks for the explanation that you use different LOP at different altitudes. I had not realized that.
As for the IAS error, dangerous was the wrong word. I know that you would never do anything dangerous. I guess the point I was trying to make was that because of the way the TAS is calculated, basically using a circular slide rule, that an error in TAS correlated with an error in IAS. Admittedly the error is small, and if the error is a constant percentage then the error would be even smaller at approach speeds. And I suppose it's possible that the error is in the OAT. :)
Nice to see the new numbers as things settle in...I'm curious to compare the speeds vs fuel burn to the IO470 in my H35 - less power, but also a bit less weight/drag. My last check on a similar run was about 161KTS LOP at 21", 11.6GPH...ROP would usually put me closer to 165/13GPH, which is in the ballpark. But you can also still go rich of peak, and that shiny 550 will run the tables on the ol' 470... :-D
Well, my IO-550 against your IO-470 is not a fair comparison - but neither is your light V-tail against my heavier A36. The IO-550 seems like the right-sized engine for my airframe.
Best, Martin
Hi Martin. It was good to see your approach to analyze the performance of your baby. 👍 I you were to depend on your steam-gauge ASI, and it over-reads about 10 KIAS, wouldn't this be a close call in some maneuvers? Doesn't the gauge get calibrated during the annual pitot-static test, and needs to be within close tolerance, especially on an IFR certified aircraft?
I am not aware of a regular test or calibration of the airspeed indicator. Altimeter and transponder, yes, and it's immediately clear why they need to be spot on.
- Martin
@@martinpauly I wondered the same. But since its called a 'pitot static test' one would assume that everything that's connected to the pitot also gets tested, and it puzzles me that this seems not to be the case.
Great analysis. I learned a lot. Are you coming to CO or already been Martin?
Thanks. Colorado is already behind us, that was late June/early July. Would love to come back sometime, but probably not this year.
- Martin
Fantastic. What was the pitch on the prop ? Climbing out and crusing ? And was 13.3 to lean for that engine ?
Marin....love the videos ! Please keep up the good work ! I would like to ask where you received your break in procedure for your IO 550 & if you have a different protocol to operate your 550 than your 520 ? Many Thanks !
Thanks Tracy. Break-in is discussed in more detail in the prior video: th-cam.com/video/lDKNmchb-0A/w-d-xo.html
- Martin
when my dad and i get a panel upgrade done in our 210, which will include all new engine instrumentation, I really want to get an intake air temperature probe added to the intake manifold. I also want to get GAMIjectors. Then I can actually calculate the density of the air in the intake, also note the RPM and subsequently log the fuel flow on a table. This is called speed density tuning in the automotive world and provides a lookup table as a fallback for the computer when mass airflow sensors fail. Having a performance profile like this would make it so I could accurately lean by fuel flow very quickly and then verify with EGT. Making it so I spend very little time in the "red zone" of detonation margin. Its a turbocharged model, but none of the book numbers are very good because there's an added intercooler STC, the intercooler completely changes the book numbers because of the density increase provided by the cooler charge air. I want to build a speed density table for 20deg LOP and 150deg ROP, the ROP table being for knowing my max takeoff power numbers for mountain flying. I would love to have your engine and prop combo as a turbo normalized installation for the 210!
Beautiful
Thank you!
- Martin
you were at ~2500 rpm outbound (5:40)and ~2400 rpm inbound (12:30). Big difference in power levels. Wouldn't that make a big difference in speed?
2,400 was after the experiment was complete, in the descent back to Cedar Rapids.
- Martin
Awesome video, thanks for the detailed report. Are you going to reset the Tach Time on the JPI 930 for the new engine?
Glad you liked it.
The Tach Time will stay as is - no reset.
- Martin
@@martinpauly Thx for the answer. Looking forward to the next videos :)
Great video and editing. I miss those blue Midwest skies!
Thanks, Jack. Yes, we do have a nice but sky here quite often!
- Martin
Martin, your video was very informative as usual and wonderful to see your performance gains. You mentioned that you went with Continental tuned injectors instead of Gami’s was there a reason? Obviously with a .2 gami spread you made a good decision but you couldn’t have known that at the time you made the decision. Just curious......
It's very simple: you get TCM's injectors when you buy an engine from them. You can't buy a TCM engine with GAMIjectors. If you like the GAMI spread, you're all set - otherwise you buy the GAMIjectors and replace the stock ones.
- Martin
Love the video Martin, great information. Extremely easy to see why you made the upgrade. May I ask the cost difference between the 550 upgrade versus the 520 rebuild (excluding the prop change)?? I am currently airplane shopping and the A36 is one of my potentials. I'd like to factor in the cost if I were to buy an airplane with a high time 520. Thanks.
Jim, it was about $10K more to upgrade from the IO-520 to the IO-550.
- Martin
Thanks
Hello Martin, can i operate it WOTx2500 rpm, LOP, on the 5500 to 7500 FL ? thanks a lot, nice video !!!
Hi José, yes, absolutely - I usually cruise at WOT and 2500 RPM, at any altitude.
Regards,
Martin
I appreciate the way you calculated the true airspeed. There is too much instrument error on ASI at high speeds. That is great performance burning 13.5 gph at 167 knots. Everyone should calculate KTAS this way.
Yes, it works well when you can line up exactly with and against the wind.
- Martin
Q...wondering at 20% LOP how does the GPH on the IO-520 and IO-550 stack up? or did I miss mention of it in the video.
Hi Rusty, the fuel flow went up by about one GPH at 20 deg F LOP. So yes, the extra speed isn't free of charge.
- Martin
@@martinpauly thanks Martin...what a nice upgrade you've made.
Sir, do naturally-aspirated piston-engine aircraft tend to cause piston ring flutter when cruising at long periods at altitude with manifold pressure lower (let say 11,000 ft ISA or warmer less than 20 in Hg) of what is recommended in the POH during cruise?
I have never heard of that happening. What would cause it?
- Martin
"Piston ring flutter is a result of low manifold pressure with high propeller RPM", that is, while pistons rattle up and down and the rings scar and may scrape the cylinder walls, according to the book I've read.
Stop, I might not be installing something here totally but you were running 2500 into the wind and 2400 with the wind, right? Isn't that short of a true comparison? Just curious. Great info presented clearly. Daniel
2,400 (and reduced MP) was in the descent, after the experiment was completed.
- Martin
@@martinpauly gotcha, I must have missed that. Thanks for the correction!
With a 13.5gph burn and 165ktas and the addition of tip tanks, you’d have a 1,300 mile range with a 30 minute reserve. That’s impressive. That’s New Orleans to Phoenix non-stop
Now I just need to add tip tanks 😁
- Martin
Martin...did you have the fuel tank senders replaced from the factory units? I noticed that the EDM shows precise fuel levels. If so, what did you use? Thanks!!
Hi Jim. Those are the factory fuel senders (resistive type). I know people swear on the CiES senders, and if I ever need to replace mine, that's what I'll get - but I am very pleased with my original resistive senders.
Best, Martin
@@martinpauly Thanks, Martin!!! Great analysis...and bolsters the LOP vs ROP debate :)
Just curious, it is my understanding that above 8,000’ it is okay to run at peak EGT.
Jimmy, yes, it is OK in a normally aspirated airplane to operate at peak EGT if you so desire, though peak EGT is just that - it is neither optimized for speed (that would be about 80 deg ROP) nor for efficiency (that would be LOP) nor for cool temperatures (that would also be LOP, or way ROP).
Regards,
Martin
Martin ~ can't you tease out TAS from the IFD 550?
Hi Kenny, no, the IFD 550 on its own cannot do that. You need an Air Data Computer (often part of an EFIS) to do that, and to feed TAS into the IFD. I don't have that (yet).
- Martin
@@martinpauly Thank you Martin. We run a 550 in the SR-22 and have TAS readout, so it must be as you suggest that we have an Air Data Computer feeding it in.
When I upgraded my F33A from the 520 to the 550 I picked up something more like 7 knots. It went from 165 Kts to 172 Kts burning 1/2 - 1 more GPH. The fact that you picked up 12 Kts is surprising to me. I've always said that the increase in speed really isn't worth the upgrade (for me only 7Kts). It's the increase in climb performance that makes the 550 worth the money. I'll be interested to see how it climbs out of Aspen for you, that should really make you smile.
kcpumpguy So much of the performance increase can be attributed to the prop being used. Be interesting to see the cruise results with a two-blade MTV-15, if it were approved. Only the the three-blade MTV-9 is, even though a two-blade is typically faster.
All the props on the 550 STC are three blade. There is no 2 blade that can put legally on the 550, at least not on a Bonanza. It looks like Martin has a Hartzell Super Scimitar on the plane now. I don't recall if the prop was changed along with the engine upgrade. If the prop is also new, that could explain the large speed increase.
I just went back and looked. Martin did get a new prop along with the engine upgrade. He had a 2 blade that wouldn't work with the 550 STC. I suspect that some of the speed increase is coming from the Hartzell prop.
Besides the engine, I replaced the old McCauley prop with a modern Hartzell Scimitar prop. The McCauley was already 3-bladed; otherwise the old config would have been a tad bit faster. Between the stronger engine, efficient prop, and going from old and worn out to all-new, the net speed increase is quite something!
- Martin
Wondering what the difference in fuel flow was between your older 520 and the 550 at the same LOP setting.
The 550 needs an extra gallon per hour at that setting (2,500 RPM, wide-open throttle, 20 deg LOP) compared with my old IO-520.
- Martin
So for any of us looking at an engine and considering an upgrade like you did, would you now say the 12 knots were worth it (ignoring the other benefits of the engine upgrade)? Thanks for the video.
That depends... If my old engine hadn't been old, I would not have upgraded - no way I would have ripped out the IO-520 and paid $80K just for the speed improvement. But given that the engine and prop were ancient and had to be replaced before too long, upgrading to the IO-550 still looks like the right thing to do.
- Martin
Thats interesting, how did the fuel flow changed with the new configuration? Is it more fuel efficient than the old configuration?
Fuel flow went up slightly - it takes more fuel to produce the extra power.
- Martin
Why does the JPI print out the leanest cylinder in that mode? When LOP, the controlling cylinder is the richest, not the leanest.
I like it, because it tells me I'm approaching the "peak area" for the engine. Also a good indication if something was vastly different than normal here, e.g.due to an induction leak.
- Martin
@@martinpauly I'm not sure I follow. I have a similar system in my Avidyne Cirrus (also an IO-550 that I fly LOP). The confusion I have is that the big number below tracks the leanest cylinder. Are you setting that one to 20°LOP, or one of the other 5 that is the smallest delta? In lean assistant, if I start on the rich side, it'll track the first to peak, then when I keep going to the lean side, it'll track the last to peak. That way, you can be sure that whatever cylinder that's closest to peak has the required margin.
@@hpux735 At 7:42 it shows #3 as the richest cylinder, i.e. the last one to cross peak EGT. At that moment, the Delta LOP resets and now references the peak EGT for #3. From here on, it works like you describe for the Cirrus.
@@martinpauly Thanks! That makes sense.
It's interesting how well you get to know an engine with a number of hours flying behind it. I always seem to fly into headwinds even when reversing course! :)
Have you balanced your new prop yet? I recently balanced mine and I was surprised at the difference.
I agree. And yes, the prop was dynamically balanced when the shop first installed it. It's running very smoothly.
- Martin
So now that the engine is done Martin, what do you think the next project will be? Or is the next one up to the significant other :)
The next project is to feed the piggy bank. It's pretty empty after the engine and prop upgrade. 😁
- Martin
"same settings, 20 LOP" but 12 knots faster - was the fuel consumption also the same? Just wondering whether the new engine / prop is more efficient or it is making more horsepower along with consuming more fuel at 20 LOP?
Hi Martin. Fuel consumption went up by about 1 GPH with the new engine at those settings 20 deg LOP.
- Martin
Nice!
What's different about the Prop, or is it just new????
It's new, but I also upgraded from an older McCauley design to a fairly modern Hartzell Scimitar. Both have three blades, but the Scimitar is more efficient in turning shaft HP into thrust.
- Martin
Thank you Martin for the informative Vid as always “awesome” . Two questions;
1. Leanest 13.3 then Richest 13.7FF Gami spread 0.4 so once you get “Richest “message on JPI do you stop leaning then you push exit or you continue leaning the mixture to 20 LOP? Or is it determined by JPI as you get Richest that means you’re at 20 LOP?
2. I noticed you kept the prop wide open even after passing 1000 AGL so governor reduced it a little so you didn’t retard it to 2500rpm til you were level n cruise altitude? When i got endorsed in my A36 was told to bring prop to 2500rpm as i reach pattern altitude and keep it like that in the climb to reduce stress on the engine. Your feed back is much appreciated ..thx Martin 🙏🏻👍
Wie hat sich denn das Verhältnis aus Geschwindigkeit und Treibstoffverbrauch verändert?
Erstaunlicherweise ist dieses Verhältnis nahezu gleich geblieben. Was eigentlich nur damit zu erklären ist, dass der neue Propeller um einiges effizienter ist, oder der alte Motor war... tja, alt und müde. (Oder beides.)
- Martin
Did you change your prop at all?
I can't remember if you had looked at that aspect.
Lol answered my own ? What was the actual prop that you went for?
Hi Arthur, I went from a McCauley to a Hartzell Scimitar - both three-blade.
- Martin
Did it come set in a specific pitch to start with?
Pardon my ignorance on these matters, trying to establish of by altering the pitch etc to better effect. Most likely your going to say its a variable pitch etc lol
Just trying to educate myself on these matters.
last altimeter setting 29.85inHg, 10,000 MSL OAT 7C : gave me 179kt true airspeed
Right. Another indication that my airspeed indicator is off. GPS ground speed is very accurate and reliable.
- Martin
Martin Pauly I’ve calculated this online with the environmental conditions shown in the video your airspeed indicator on point 8:30
hello captain hope you share your flight to aspen to see arrival procedure to red table with 6.49angle to RUNWAY15 vary I trusted thanks
I will share it, but I did not come in over Red Table - flew through the valley from Rifle instead. Still, nice views of the mountains.
- Martin
Thanks for your reply actually I’m flying to Challenger 605 and one of my simulator training session is Aspen Colorado As one of the simulator training for initial and re-current type rating course Look forward to your video turn always wishing you a safe flights
@@MrGoldman9 I saw many Challengers, Globals, Gulfstreams, Falcons and other very expensive aircraft on the ramp there at Aspen. More than any other place I've been to, except KTEB. I really felt out of place in the Bonanza. 😁
Then I heard a radio call where a jet crew requested to deviate from the approach and fly through the valley instead. It was a beautiful day, and I guess we all enjoy a beautiful view, regardless of what we fly.
- Martin
Thank you captain Martin for your reply
You are totally right most of the VIP in the world Aspen And Lugano is like main famous hub for them, specially in the winter time Currently I’m flying overseas with vip cl605 Soon I will be in Michigan Hope to see you and fly with you one day so I hope to have the chance to be in your TH-cam channel If I’m lucky to meet with you always wish you safe flights
Shouldn't your tach be reset for the new engine?
No, not necessarily. The tach can be used as a reference for many things, not just the engine.
- Martin
What headset are you using?
It's the Halo from QuietTechnologies.
What was the GPH difference between the 520 and 550?
When I put a 550 in my C210 I got almost identical results.
I can see that. C210 and A36 have a lot in common.
- Martin
@@martinpauly Well, yes, although the C210 is much prettier, of course. :)
@@janwbol Well, beauty is in the eye of the beholder, it appears. 😁
I have the original E-185 engine and so far have resisted advice to upgrade. The small performance improvements provided by much larger engines don't seem worth the $.
There is nothing wrong with that. At the same time, I was facing an expensive bill even if I had replaced the engine with another IO-520. The delta between doing that and upgrading to the IO-550 was around $10K ($70K vs. $80K total).
- Martin
I don’t know the exact numbers but rpm and FF seem low at full power. Shouldn’t you see 2700 and at least 30GPH?
The prop governor was not correctly adjusted at that time. We have since then fixed that to get the full RPM. 30GPH isn't bad, but technically it's above the allowed range specified by Continental.
- Martin
0 to minus 1 amp on your alternator...is that normal?
Interesting. I have the same engine In the cirrus and see these same numbers. I plan for 165kts at 14 gph.
We should race our planes. You already did the Grumman vs. Wong Warrior race; now we can do Cirrus vs. Bonanza! 😁
- Martin
@@martinpauly hmmmm I think that would be fun. Very evenly matched.
@@JustPlaneSilly Then we should calculate dollars invested per 100 lbs of useful load :)
@@LimeyTX ha! I'll bet the bonanza was more
What to do about the ASI ?
Good question... probably: nothing. It's not like its accuracy is as important as the altimeter or transponder (which get checked regularly). Cruise speed is whatever speed I get; it's not like I have to precisely hold a target speed. And during approach and landing speeds, it seems to indicate more accurately.
- Martin
Smooth
What’s mean the TSIOF-550-K?
As a quick Google search will tell you: 315 hp (235 kW) at 2500 rpm, dry weight 537.3 lb (243.7 kg) plus two turbochargers of 28.2 lb (12.8 kg) each. Similar to the TSIO-550-K but with FADEC fuel injection and ignition control.
Martin Pauly sir! I mean what is abbreviation about TSIOF and 550
@@hyeongjunkim8518 Look, I don't mind answering questions here, but have you made any attempt at all to find an answer yourself, before asking me? If you search for "Continental engines letters", you'll find this link: www.tcmlink.com/pdf2/SIL05-3A.pdf
This is all I can tell you. I have not flown with the specific engine you asked about (TSIOF-550-K).
Regards, Martin
When I was flying way back, we never used “lean of peak” for fear of valve damage but perhaps something has changed in metallurgy.
Lean of peak was the standard way to operate in the golden age of piston-powered airline traffic, David. Lindbergh crossed the Atlantic LOP. Airlines flew across oceans LOP. In WWII, LOP was classified because it gave bombers and fighters a competitive advantage. In the jet era, we kind of forgot about LOP, and then told ourselves that it was harmful, without really understanding why. It never has been harmful, when done correctly. Check out my LOP training video for details:
th-cam.com/video/h3bATVXMHQg/w-d-xo.html
Best, Martin
Lop is simple now that we have egt per cylinder
Use the four way method listed in this article to check your position error at several airspeed. www.kitplanes.com/flight-testing-finding-tas-from-gps-data/
You are right, there are several other methods to confirm TAS which are more accurate than what I did, generally speaking. Still, with the very firm and uniform winds aloft forecast on the day of my flight, I stand behind the accuracy of the results I obtained.
- Martin
@@martinpauly I agree with your method for what you were trying to accomplish. It was time efficient and easy to perform. In the video you mentioned that your TAS on your mechanical gauge is off a few knots at higher air speeds. This error related to speed is referred to as "position error". If you are interested in knowing the amount of error at a given speed you can do the testing in the link above. You're right that in day to day operation that it normally doesn't matter. I'm a former flight test engineer so I geek out on this stuff.
@@ronburn Thank you, that makes sense - and given your background, I completely understand your interest in it.
- Martin
Just divide the fuel flow by six.
Divide fuel flow by six.... which gives you what exactly?
- Martin
@@martinpauly Seats, passengers...; makes it more economical pilot.
Martin, do you know advancedpilot.com? These folks know much about lean-of-peak operation. I did their in-person seminar years ago. It was eye opening. I had a Mooney Missile with an IO-550-A. I operated it LOP, as did it’s previous owner. Your engine will last longer LOP and your A&P will be amazed. They advocate the Big Mixture Pull to get to LOP and use fuel flow exclusively to set % power. I routinely ran 13.5 gph yielding 65% power. Per cent power yields the same speed, whether ROP or LOP. Reach out if you want more info.
Yes, I know them well. Took both their basic and their "Master" class. My LOP training video on TH-cam is based on things I learned there. To this day, there isn't any better engine management training than what APS had going.
- Martin
She sure sounds sweet.
Yes, she does!
- Martin