T210N With Turbo Plus Intercooler
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T210N With Turbo Plus Intercooler
Morning all,
I've just purchased a 79 T210N (TSIO-520R) with turbo plus intercooler and was wondering if anyone trawling these pages has any experience with them with regards to RPM and MAP settings?
I've had a good search of PPRUNE and read Chuck McGill's 210 book however i was looking for some more real world experience.
It (at the moment) only has the factory EGT & CHT gauges so I'm going to have to run ROP until i get a JPI and GAMI's
Any advice would be greatly appreciated
I've just purchased a 79 T210N (TSIO-520R) with turbo plus intercooler and was wondering if anyone trawling these pages has any experience with them with regards to RPM and MAP settings?
I've had a good search of PPRUNE and read Chuck McGill's 210 book however i was looking for some more real world experience.
It (at the moment) only has the factory EGT & CHT gauges so I'm going to have to run ROP until i get a JPI and GAMI's
Any advice would be greatly appreciated
That sounds like a mighty fine machine, . Miss my 210 days sometimes.
. Miss my 210 days sometimes.
Instead of doing an APS course you could:
Listen to old wives tales about power settings
Fly it on recommendations from the local CFI
Talk to your LAME about lean of peak operations
Only ever use "book" figures
Tell everyone that that is how it is done by the experts
Enjoy your new toy! Doing an APS course is a must, so is the engine monitor. I wouldn't own a plane without one. Don't fit GAMI's until well after fitting the JPI. If you are lucky you may not need them. See how it goes first.
But sorry, after that rave I am unable to answer any of your power setting questions. I have only operated a turbo 206 and that was a long time ago.
Listen to old wives tales about power settings
Fly it on recommendations from the local CFI
Talk to your LAME about lean of peak operations
Only ever use "book" figures
Tell everyone that that is how it is done by the experts
Enjoy your new toy! Doing an APS course is a must, so is the engine monitor. I wouldn't own a plane without one. Don't fit GAMI's until well after fitting the JPI. If you are lucky you may not need them. See how it goes first.
But sorry, after that rave I am unable to answer any of your power setting questions. I have only operated a turbo 206 and that was a long time ago.
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Nice one Bob.
I'd be..read the book and operate there as an interim measure. At least the numbers here are usually conservative and generally considered 'safe'
Go and do as many courses as possible, make investments in instrumentation and go forth...
Your worst enemy will be a failure to expand on your knowledge..and owning your own puts you in a position where you can concentrate on one type.
may the force be with you....
Cheers
PS...a turbo 210 i need a moment and a box of tissues.
I'd be..read the book and operate there as an interim measure. At least the numbers here are usually conservative and generally considered 'safe'
Go and do as many courses as possible, make investments in instrumentation and go forth...
Your worst enemy will be a failure to expand on your knowledge..and owning your own puts you in a position where you can concentrate on one type.
may the force be with you....
Cheers
PS...a turbo 210 i need a moment and a box of tissues.
Just out of interest Bob, why would you suggest not upgrading to tuned injectors?
Thought it was pretty well accepted you cannot get uniform AFR's with a stock manifold and injectors?
Thought it was pretty well accepted you cannot get uniform AFR's with a stock manifold and injectors?
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Just out of interest Bob, why would you suggest not upgrading to tuned injectors?
Thought it was pretty well accepted you cannot get uniform AFR's with a stock manifold and injectors?
Thought it was pretty well accepted you cannot get uniform AFR's with a stock manifold and injectors?
It is true however that many engines and the TCM log runner types are a great example, do not have well balanced F/A ratio's. So they will need them.
It is also true that if you have a GAMI spread of 0.5USGPH or less that GAMI will tell you to just go enjoy the plane. Of course they only get to say that occasionally but I have flown many examples that are fine out of the box, but most actually do better with GAMI's….no doubt about it.
Bob's post was spot on
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I have been running lop on my T210R for the last 2000 hrs and settings are 31/2400/59 litres in the cruise and 31/2500/90 litres in the climb
Spent quite a bit of time fine tuning with Gamis but still at 2 litre per hr spread.
I think there is more chance of using stock standard injectors with the 550 than the 520
While the turbo 210 R is the factory inter cooled 325 hp 520CE model on threads I have seen the figures/ settings are similar to your model
Spent quite a bit of time fine tuning with Gamis but still at 2 litre per hr spread.
I think there is more chance of using stock standard injectors with the 550 than the 520
While the turbo 210 R is the factory inter cooled 325 hp 520CE model on threads I have seen the figures/ settings are similar to your model
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I think they're saying that if you run far enough ROP to keep the CHT's the same temps as you would 50* LOP you'll use a lot of fuel.
A local C210 has a RAM turbocharged 520 engine and under threat of warranty loss always operates ROP. Result is it always burns 80 - 82 litres per hour. 59 sounds good.
A local C210 has a RAM turbocharged 520 engine and under threat of warranty loss always operates ROP. Result is it always burns 80 - 82 litres per hour. 59 sounds good.
Result is it always burns 80 - 82 litres per hour. 59 sounds good.
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Even 59 sounds high to me for a 520, surely there are settings that will allow 50 or less? Never flown one, don't know myself so serious question.
From the APS class ( I'm sure Jabba will correct any errors I may make ) fuel flow is directly proportional to power WHEN OPERATING LOP.
HP can be calculated by multiplying US gallons / hr by 14.9 59 L is15.586 US GAL x 14.9 means Ranfurly is using 232 HP. As his engine's max power is 325 HP he is operating at 71% power with a fuel flow of 91 pounds per hr and a specific fuel consumption of .39 lb/hp/hr (four stroke petrol engines LOP average .37 to .45 )
This is great spc and I bet the plane is going like a bat out of hell.
My C210 is normally aspirated and will use about 45 l/hr LOP at 10 K for a tas around 160K depending on weight. So you can have lower fuel burns but you just go slower.
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Rutan,
You have one small bug in that calculation, the engine is most likely a lower CR thus not 14.9 but rather 13.7.
To expand on yr rights comment above, yes fuel is cheap, but if you are going to waste it in small proportions it will be cheap compared to the stress on the cylinders.
What you need to do is throw a lot more at it so you are well ROP in order to keep the ICP and CHT at acceptable levels. This can be easily 30-50% more fuel per hour.
Pick ya
You have one small bug in that calculation, the engine is most likely a lower CR thus not 14.9 but rather 13.7.
To expand on yr rights comment above, yes fuel is cheap, but if you are going to waste it in small proportions it will be cheap compared to the stress on the cylinders.
What you need to do is throw a lot more at it so you are well ROP in order to keep the ICP and CHT at acceptable levels. This can be easily 30-50% more fuel per hour.Pick ya