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![]() "Robert M. Gary" wrote in message ups.com... But runnnig your engine at 30" at 15,000 feet is MUCH harder on the engine than running 30" at 5,000 feet. The engine runs hotter and harder. (Where are you getting this information from?) No, it isn't. MOF, it's probably easier as the air temp is colder and thus aerodynamic cooling of the engine compartment will be more efficient. Matt (TN Beech B36) --------------------- Matthew W. Barrow Site-Fill Homes, LLC. Montrose, CO |
#2
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![]() "Matt Barrow" wrote in message ... "Robert M. Gary" wrote in message ups.com... But runnnig your engine at 30" at 15,000 feet is MUCH harder on the engine than running 30" at 5,000 feet. The engine runs hotter and harder. (Where are you getting this information from?) No, it isn't. MOF, it's probably easier as the air temp is colder and thus aerodynamic cooling of the engine compartment will be more efficient. Matt (TN Beech B36) --------------------- Matthew W. Barrow Site-Fill Homes, LLC. Montrose, CO The lower ambient temperatures don't compensate for the decreased mass flow. Temperatures rise with altitude. It is a big issue for the preasurized piston planes flying over FL250. Mike MU-2 |
#3
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![]() "Mike Rapoport" wrote in message ink.net... "Matt Barrow" wrote in message ... "Robert M. Gary" wrote in message ups.com... But runnnig your engine at 30" at 15,000 feet is MUCH harder on the engine than running 30" at 5,000 feet. The engine runs hotter and harder. (Where are you getting this information from?) No, it isn't. MOF, it's probably easier as the air temp is colder and thus aerodynamic cooling of the engine compartment will be more efficient. Matt (TN Beech B36) --------------------- Matthew W. Barrow Site-Fill Homes, LLC. Montrose, CO The lower ambient temperatures don't compensate for the decreased mass flow. Temperatures rise with altitude. It is a big issue for the preasurized piston planes flying over FL250. So which would provide better cooling: 8000 feet and 80 degrees, or 16000 and -20? |
#4
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![]() "Matt Barrow" wrote in message ... "Mike Rapoport" wrote in message ink.net... "Matt Barrow" wrote in message ... "Robert M. Gary" wrote in message ups.com... But runnnig your engine at 30" at 15,000 feet is MUCH harder on the engine than running 30" at 5,000 feet. The engine runs hotter and harder. (Where are you getting this information from?) No, it isn't. MOF, it's probably easier as the air temp is colder and thus aerodynamic cooling of the engine compartment will be more efficient. Matt (TN Beech B36) --------------------- Matthew W. Barrow Site-Fill Homes, LLC. Montrose, CO The lower ambient temperatures don't compensate for the decreased mass flow. Temperatures rise with altitude. It is a big issue for the preasurized piston planes flying over FL250. So which would provide better cooling: 8000 feet and 80 degrees, or 16000 and -20? What is the point supposed to be? It is never going to drop 100F in 8000'. After fixing your numbers, the engine will run cooler at 8,000 and 100F than at 16,000' 60F. Mike MU-2 |
#5
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![]() "Mike Rapoport" wrote in message nk.net... "Matt Barrow" wrote in message ... No, it isn't. MOF, it's probably easier as the air temp is colder and thus aerodynamic cooling of the engine compartment will be more efficient. The lower ambient temperatures don't compensate for the decreased mass flow. True, especially if the cowling/baffling is badly done, there isn't an intercooler... and: "There's another hitch in the git-along, with turbos. There are several conditions where they sort of lay down on the job, and you'll see the MP running lower than it ought to. While your engine is converting dollars to noise, it's also converting fuel to energy, and a large part of that energy (and noise) goes out the exhaust stack. That's the whole idea behind the turbo, to recapture some of that lost energy in the exhaust. Anything that reduces that exhaust energy deprives the turbo of its driving force, which causes a loss in turbo RPM, which causes a loss of upper deck pressure, which (you guessed it) causes a loss of MP. If you took the engine into outer space, it couldn't produce any power at all (no air), and the turbo couldn't produce any increase in the MP at all. We don't need to go that high to see the effect, an altitude in the high teens will do it, and the warmer the OAT, the more loss you'll see. On a really hot day on my engine, you might see the full-throttle MP start dropping off at 15,000 feet, on a cold day it might hold full MP to some altitude above 20,000 feet. TATurbo now has an improved intercooler and induction system that is making full redline manifold pressure, at 22,000', lean of peak, even on very hot days." http://www.avweb.com/newspics/pp34_c...uise_17500.jpg (Note the CHT line) From article http://www.avweb.com/news/columns/182105-1.html The BIGGEST factor is going to be the MIXTURE. Are they going to be equal, no |
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