Today's Message Index:
----------------------
1. 06:34 AM - IO-360 -b Series Power Chart - FOUND (J Riffel)
2. 07:55 AM - Re: IO-360 -b Series Power Chart - FOUND (Tracy Crook)
3. 08:18 AM - Re: Re:Tube flairing (Charles Kuss)
4. 09:43 AM - Re: IO-360 -b Series Power Chart - FOUND (Charlie England)
5. 09:52 AM - paint protection film (Frazier, Vincent A)
6. 10:20 AM - Re: IO-360 -b Series Power Chart - FOUND (Tracy Crook)
7. 06:43 PM - Re: IO-360-B Power Chart? (David Schaefer)
Message 1
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| Subject: | IO-360 -b Series Power Chart - FOUND |
A kind sole at Lycoming saw the RV post and sent this - which is EXACTLY
what I was looking for. So I thought I'd share:
Fuel and Power Chart - Lycoming Model IO-360-B1B, -B1D, -B1E, -E1A
,
- B1A
Press. Alt. 1000 Ft
Std. Alt. Temp. F=BA
99 Hp - *55%* Rated Fuel Flow *45 Lb/H*r RPM & MAP
117 HP - *65%* Rated Fuel Flow *50 Lb/Hr *RPM & MAP
135 HP-*75%*Rated Fuel Flow *60 Lb/Hr *RPM & MAP
*2100*
*2200*
*2300*
*2400*
*2100*
*2200*
*2300*
*2400*
*2200*
*2300*
*2400*
SL
59
21.2
20.7
20.2
19.7
24.0
23.4
22.8
22.2
26.0
25.4
24.7
1
55
21.0
20.5
20.0
19.5
23.8
23.2
22.5
22.0
25.8
25.1
24.5
2
52
20.7
20.3
19.7
19.3
23.5
22.9
22.3
21.8
25.5
24.8
24.2
3
48
20.5
20.0
19.5
19.1
23.2
22.7
22.0
21.5
25.3
24.6
24.0
4
45
20.3
19.8
19.3
18.9
23.0
22.5
21.8
21.3
25.1
24.3
23.8
5
41
20.0
19.6
19.1
18.6
22.7
22.2
21.6
21.1
FT
24.1
23.5
6
38
19.8
19.4
18.9
18.4
22.5
22.0
21.3
20.9
FT
23.3
7
34
19.6
19.2
18.7
18.2
22.0
21.8
21.1
20.7
FT
8
31
19.3
18.9
18.4
18.0
FT
21.5
20.9
20.5
9
27
19.1
18.6
18.3
17.8
17.4
FT
10
23
18.9
18.4
18.1
17.6
17.2
11
19
18.6
FT
17.8
17.4
17.0
12
16
18.4
FT
17.1
16.8
13
12
FT
To Maintain constant power, correct manifold pressure approximately 0.17"hg
.
For each 10F variation in carburetor air temperature from standard altitude
temperature. Add manifold pressure for air temperatures above standard;
subtract for temperatures below standard
Message 2
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| Subject: | Re: IO-360 -b Series Power Chart - FOUND |
Thanks! Very interesting. Altitude looks like it has more effect on MP
requirement than I thought. Must be the exhaust back pressure reduction at
altitude as someone else pointed out. I had not factored that in and was
only compensating for pumping losses.
Was also gratified that laws of physics still hold and there is no free
lunch. It still takes a fixed amount of fuel to make a given amount of HP.
Guess that's why the commercial pilots use fuel flow, which is the method
I've been using. The change in MP requirement is hard to measure when
using a fixed pitch prop when RPM is not directly controllable. Fuel flow
takes all the math out of the calculation.
Also shows why it makes sense to fly at less than 75% power. Only took 5
lb/hr to get 10% more HP between 55 & 65% but double that to get the next
10% HP. Gets even worse above that.
Tracy Crook
On Sat, Dec 6, 2008 at 9:33 AM, J Riffel <riffeljl@gmail.com> wrote:
> A kind sole at Lycoming saw the RV post and sent this - which is EXACTL
Y
> what I was looking for. So I thought I'd share:
>
>
> Fuel and Power Chart - Lycoming Model IO-360-B1B, -B1D, -B1E,
> -E1A, - B1A
>
> Press. Alt. 1000 Ft
>
> Std. Alt. Temp. F=BA
>
> 99 Hp - *55%* Rated Fuel Flow *45 Lb/H*r RPM & MAP
>
> 117 HP - *65%* Rated Fuel Flow *50 Lb/Hr *RPM & MAP
>
> 135 HP-*75%*Rated Fuel Flow *60 Lb/Hr *RPM & MAP
>
> *2100*
>
> *2200*
>
> *2300*
>
> *2400*
>
> *2100*
>
> *2200*
>
> *2300*
>
> *2400*
>
> *2200*
>
> *2300*
>
> *2400*
>
> SL
>
> 59
>
> 21.2
>
> 20.7
>
> 20.2
>
> 19.7
>
> 24.0
>
> 23.4
>
> 22.8
>
> 22.2
>
> 26.0
>
> 25.4
>
> 24.7
>
> 1
>
> 55
>
> 21.0
>
> 20.5
>
> 20.0
>
> 19.5
>
> 23.8
>
> 23.2
>
> 22.5
>
> 22.0
>
> 25.8
>
> 25.1
>
> 24.5
>
> 2
>
> 52
>
> 20.7
>
> 20.3
>
> 19.7
>
> 19.3
>
> 23.5
>
> 22.9
>
> 22.3
>
> 21.8
>
> 25.5
>
> 24.8
>
> 24.2
>
> 3
>
> 48
>
> 20.5
>
> 20.0
>
> 19.5
>
> 19.1
>
> 23.2
>
> 22.7
>
> 22.0
>
> 21.5
>
> 25.3
>
> 24.6
>
> 24.0
>
> 4
>
> 45
>
> 20.3
>
> 19.8
>
> 19.3
>
> 18.9
>
> 23.0
>
> 22.5
>
> 21.8
>
> 21.3
>
> 25.1
>
> 24.3
>
> 23.8
>
> 5
>
> 41
>
> 20.0
>
> 19.6
>
> 19.1
>
> 18.6
>
> 22.7
>
> 22.2
>
> 21.6
>
> 21.1
>
> FT
>
> 24.1
>
> 23.5
>
> 6
>
> 38
>
> 19.8
>
> 19.4
>
> 18.9
>
> 18.4
>
> 22.5
>
> 22.0
>
> 21.3
>
> 20.9
>
> FT
>
> 23.3
>
> 7
>
> 34
>
> 19.6
>
> 19.2
>
> 18.7
>
> 18.2
>
> 22.0
>
> 21.8
>
> 21.1
>
> 20.7
>
> FT
>
> 8
>
> 31
>
> 19.3
>
> 18.9
>
> 18.4
>
> 18.0
>
> FT
>
> 21.5
>
> 20.9
>
> 20.5
>
> 9
>
> 27
>
> 19.1
>
> 18.6
>
> 18.3
>
> 17.8
>
> 17.4
>
> FT
>
> 10
>
> 23
>
> 18.9
>
> 18.4
>
> 18.1
>
> 17.6
>
> 17.2
>
> 11
>
> 19
>
> 18.6
>
> FT
>
> 17.8
>
> 17.4
>
> 17.0
>
> 12
>
> 16
>
> 18.4
>
> FT
>
> 17.1
>
> 16.8
>
> 13
>
> 12
>
> FT
>
> To Maintain constant power, correct manifold pressure approximately
> 0.17"hg. For each 10F variation in carburetor air temperature from standa
rd
> altitude temperature. Add manifold pressure for air temperatures above
> standard; subtract for temperatures below standard
>
> *
>
===========
===========
===========
============*
>
>
Message 3
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|
| Subject: | Re:Tube flairing |
Dan,
May I suggest that after cutting your tubing, you use a a ScotchBrite disc or
wheel to dress the ragged edge. It gives a much smoother surface with less work.
Charlie Kuss
--- On Fri, 12/5/08, dan@rdan.com <dan@rdan.com> wrote:
> From: dan@rdan.com <dan@rdan.com>
> Subject: Re: RV-List: Re:Tube flairing
> To: rv-list@matronics.com
> Date: Friday, December 5, 2008, 10:21 PM
> Today I received from Aircraft tool supply my Parker 37*
> flaring tool, wow this thing is very cool, a nice piece of
> hardware.
> The first practice flair looked just about perfect,
> This thing will work, thanks for the education,
> Dan -8
>
>
> --- On Fri, 12/5/08, Dale Ensing
> <densing@carolina.rr.com> wrote:
>
> From: Dale Ensing <densing@carolina.rr.com>
> Subject: RV-List: Re:Tube flairing
> To: rv-list@matronics.com
> Date: Friday, December 5, 2008, 12:00 PM
>
>
>
> Yes, I always use a form of Boelube and it gives a very
> smooth cut andfinish to the flair.
> Dale Ensing
>
> ----- Original Message -----
> From: dan@rdan.com
> To: rv-list@matronics.com
> Sent: Friday, December 05, 2008 9:06 AM
> Subject: Re: RV-List: Need info
>
>
>
>
>
> Does any lubricant like boelube help with the cuttting of
> flairing process?
>
> --- On Fri, 12/5/08, John Bright
> <john_s_bright@yahoo.com> wrote:
>
> From: John Bright <john_s_bright@yahoo.com>
> Subject: Re: RV-List: Need info
> To: rv-list@matronics.com
> Date: Friday, December 5, 2008, 4:54 AM
>
>
>
> #yiv570456825 #yiv1921419571 DIV {
> MARGIN:0px;}
>
>
> What type of cutter is there other than the sharp rolling
> wheel?
>
>
> do not archive
>
>
>
>
>
> From: "Vanremog@aol.com" <Vanremog@aol.com>
> To: rv-list@matronics.com
> Sent: Thursday, December 4, 2008 11:17:49 PM
> Subject: Re: RV-List: Need info
>
>
> Another thing builders often do without thinking is to use
> those sharp wheel tube cutters that work harden the end of
> the tubing, try to flair this area and end up with cracks.
> You can use this type of cutter but you are going to have to
> cut the tubing slightlygreater thanfinalsize and then
> file off the hardened alloy to get down to the dead soft
> material. This is akin to Van's instructions to
> redrill to size the mechanicallypunched holes inskins in
> order to remove the slight area of work hardened material.
>
>
>
> N1GV (RV-6A, Flying 908hrs, O-360-A1A, C/S, Silicon
> Valley)
>
>
> In a message dated 12/4/2008 2:56:54 P.M. Pacific Standard
> Time, eanderson@carolina.rr.com writes:
>
> Jim, Im not an A&P, so not certain what the correct
> answer to your question should be about using emery cloth.
> Ideally, the answer is to buy one of those very expensive
> double flair makers it folds that ragged end under
> and gives you a smooth joint. No, I didnt spring for one
> either {:>)
>
>
> But, one thing you can to before you make the flare is to
> smooth the ends as much as possible after cutting them.
> Small cracks lead to bigger cracks when you flair. The
> second thing is that frequently ragged ends are caused by
> having too much tube length sticking out of the clamp for
> flaring, that leads to over stretching and ragged edges.
> No I dont know of the magic formula but there
> probably is one somewhere.
>
>
>
>
>
>
>
>
>
> Make your life easier with all your friends,
> e=new-dp&icid=aolcom40vanity&ncid=emlcntaolcom00000010">Try
> it now.
>
>
>
>
>
>
>
>
> blank rel=nofollow>http://www.matronics.com/contribution
> t=_blank
> rel=nofollow>http://www.matronics.com/Navigator?RV-List
> =nofollow>http://forums.matronics.com
>
>
>
>
> .matronics.com/contribution
> //www.matronics.com/Navigator?RV-List
> ics.com
Message 4
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|
| Subject: | Re: IO-360 -b Series Power Chart - FOUND |
The chart also appears to have some inaccuracies & is incomplete. The
inaccuracies seem obvious if you look down each rpm column. How can the
engine produce the same power at a fixed rpm but with as much as an 8.2
inch variation in MP? (Unless you're assuming that you aren't leaning &
you're wasting fuel at the lower MP's.)
It's incomplete because the engine will produce 75% at around 7k-8k feet
altitude but it takes 2700 rpm to get 75% at that altitude. That number
is in official Lyc charts. I've got one lying around somewhere but it's
a really bad photocopy from a Lyc book & wouldn't be visible if I copied
it again.
The number that can be calculated from Lyc power/fuel burn charts that's
consistent with the top section of this chart is the calculated ~0.45 lb
per hp per hour number at 75%. A 180 hp Lyc burns very close to 10 gph
at 75%: 60 lb per hr/(6 lb per gal)=10 gal per hr. 60 lb per hr at 135
hp is very close to 0.45 lb per hp per hr.
Charlie
Tracy Crook wrote:
> Thanks! Very interesting. Altitude looks like it has more effect on
> MP requirement than I thought. Must be the exhaust back pressure
> reduction at altitude as someone else pointed out. I had not factored
> that in and was only compensating for pumping losses.
>
> Was also gratified that laws of physics still hold and there is no
> free lunch. It still takes a fixed amount of fuel to make a given
> amount of HP. Guess that's why the commercial pilots use fuel flow,
> which is the method I've been using. The change in MP requirement is
> hard to measure when using a fixed pitch prop when RPM is not
> directly controllable. Fuel flow takes all the math out of the
> calculation.
>
> Also shows why it makes sense to fly at less than 75% power. Only
> took 5 lb/hr to get 10% more HP between 55 & 65% but double that to
> get the next 10% HP. Gets even worse above that.
>
> Tracy Crook
>
>
> On Sat, Dec 6, 2008 at 9:33 AM, J Riffel <riffeljl@gmail.com
> <mailto:riffeljl@gmail.com>> wrote:
>
> A kind sole at Lycoming saw the RV post and sent this - which is
> EXACTLY what I was looking for. So I thought I'd share:
>
>
>
> Fuel and Power Chart - Lycoming Model IO-360-B1B, -B1D, -B1E,
> -E1A, - B1A
>
> Press. Alt. 1000 Ft
>
>
>
> Std. Alt. Temp. F
>
>
>
> 99 Hp - *55%* Rated Fuel Flow *45 Lb/H*r RPM & MAP
>
>
>
> 117 HP - *65%* Rated Fuel Flow *50 Lb/Hr *RPM & MAP
>
>
>
> 135 HP-*75%*Rated Fuel Flow *60 Lb/Hr *RPM & MAP
>
>
>
>
>
> *2100*
>
>
>
> *2200*
>
>
>
> *2300*
>
>
>
> *2400*
>
>
>
> *2100*
>
>
>
> *2200*
>
>
>
> *2300*
>
>
>
> *2400*
>
>
>
> *2200*
>
>
>
> *2300*
>
>
>
> *2400*
>
> SL
>
>
>
> 59
>
>
>
> 21.2
>
>
>
> 20.7
>
>
>
> 20.2
>
>
>
> 19.7
>
>
>
> 24.0
>
>
>
> 23.4
>
>
>
> 22.8
>
>
>
> 22.2
>
>
>
> 26.0
>
>
>
> 25.4
>
>
>
> 24.7
>
> 1
>
>
>
> 55
>
>
>
> 21.0
>
>
>
> 20.5
>
>
>
> 20.0
>
>
>
> 19.5
>
>
>
> 23.8
>
>
>
> 23.2
>
>
>
> 22.5
>
>
>
> 22.0
>
>
>
> 25.8
>
>
>
> 25.1
>
>
>
> 24.5
>
> 2
>
>
>
> 52
>
>
>
> 20.7
>
>
>
> 20.3
>
>
>
> 19.7
>
>
>
> 19.3
>
>
>
> 23.5
>
>
>
> 22.9
>
>
>
> 22.3
>
>
>
> 21.8
>
>
>
> 25.5
>
>
>
> 24.8
>
>
>
> 24.2
>
> 3
>
>
>
> 48
>
>
>
> 20.5
>
>
>
> 20.0
>
>
>
> 19.5
>
>
>
> 19.1
>
>
>
> 23.2
>
>
>
> 22.7
>
>
>
> 22.0
>
>
>
> 21.5
>
>
>
> 25.3
>
>
>
> 24.6
>
>
>
> 24.0
>
> 4
>
>
>
> 45
>
>
>
> 20.3
>
>
>
> 19.8
>
>
>
> 19.3
>
>
>
> 18.9
>
>
>
> 23.0
>
>
>
> 22.5
>
>
>
> 21.8
>
>
>
> 21.3
>
>
>
> 25.1
>
>
>
> 24.3
>
>
>
> 23.8
>
> 5
>
>
>
> 41
>
>
>
> 20.0
>
>
>
> 19.6
>
>
>
> 19.1
>
>
>
> 18.6
>
>
>
> 22.7
>
>
>
> 22.2
>
>
>
> 21.6
>
>
>
> 21.1
>
>
>
> FT
>
>
>
> 24.1
>
>
>
> 23.5
>
> 6
>
>
>
> 38
>
>
>
> 19.8
>
>
>
> 19.4
>
>
>
> 18.9
>
>
>
> 18.4
>
>
>
> 22.5
>
>
>
> 22.0
>
>
>
> 21.3
>
>
>
> 20.9
>
>
>
>
> FT
>
>
>
> 23.3
>
> 7
>
>
>
> 34
>
>
>
> 19.6
>
>
>
> 19.2
>
>
>
> 18.7
>
>
>
> 18.2
>
>
>
> 22.0
>
>
>
> 21.8
>
>
>
> 21.1
>
>
>
> 20.7
>
>
>
>
>
> FT
>
> 8
>
>
>
> 31
>
>
>
> 19.3
>
>
>
> 18.9
>
>
>
> 18.4
>
>
>
> 18.0
>
>
>
> FT
>
>
>
> 21.5
>
>
>
> 20.9
>
>
>
> 20.5
>
>
>
>
>
> 9
>
>
>
> 27
>
>
>
> 19.1
>
>
>
> 18.6
>
>
>
> 18.3
>
>
>
> 17.8
>
>
>
> 17.4
>
>
>
>
>
> FT
>
>
>
>
>
> 10
>
>
>
> 23
>
>
>
> 18.9
>
>
>
> 18.4
>
>
>
> 18.1
>
>
>
> 17.6
>
>
>
> 17.2
>
>
>
>
>
>
>
>
> 11
>
>
>
> 19
>
>
>
> 18.6
>
>
>
> FT
>
>
>
> 17.8
>
>
>
> 17.4
>
>
>
> 17.0
>
>
>
>
>
>
>
>
> 12
>
>
>
> 16
>
>
>
> 18.4
>
>
>
>
> FT
>
>
>
> 17.1
>
>
>
> 16.8
>
>
>
>
>
>
>
>
> 13
>
>
>
> 12
>
>
>
> FT
>
>
>
>
>
>
>
>
>
>
>
>
> To Maintain constant power, correct manifold pressure
> approximately 0.17"hg. For each 10F variation in carburetor air
> temperature from standard altitude temperature. Add manifold
> pressure for air temperatures above standard; subtract for
> temperatures below standard
>
Message 5
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|
| Subject: | paint protection film |
<<<<<SNIP United States Plastic sells UHMW in quite a few different
"styles".
They also sell thin UHMW self adhesive tape that's great for "rub
protection" like where the flaps rub on the bottom of the top wing
skin.SNIP>>>>
Even better is the paint protection film that I carry. Unlike the UHMW
film, it won't yellow or harden and can be peeled off up to several
years later without leaving any residue. Use the 4" wide on top of your
flaps. Buy a few extra feet to trim and fit under fairings for rub
protection. Put a few square inches on the leading edge of your
tailwheel and never lose any paint. Works great in hundreds of places.
Thanks,
Vince Frazier
http://www.flyboyaccessories.com/
Flyboy Accessories
3965 Caborn Road
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Message 6
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| Subject: | Re: IO-360 -b Series Power Chart - FOUND |
Might be a formatting issue when emailing charts. I only see about a 2" max
variation in MP with altitude when looking at the chart.
And now that I look closely, the temperature is also factored in (lower
temp at higher altitude). I was thinking in terms of constant temperature.
With that in mind, I go back to my original premise that altitude alone has
almost no effect on MP for a given RPM and HP. Looks like it's almost all
temperature and pumping loss related.
This is all very interesting and important to me when doing engine
development but, would anyone actually use such a chart and the associated
formulas when flying? Not if you are on the main mission of the RV pilot (
Fun ).
If this is that important to you, it's well worth installing a fuel flow
instrument.
Tracy Crook
On Sat, Dec 6, 2008 at 12:41 PM, Charlie England <ceengland@bellsouth.net>w
rote:
>
> The chart also appears to have some inaccuracies & is incomplete. The
> inaccuracies seem obvious if you look down each rpm column. How can the
> engine produce the same power at a fixed rpm but with as much as an 8.2 i
nch
> variation in MP? (Unless you're assuming that you aren't leaning & you're
> wasting fuel at the lower MP's.)
>
> It's incomplete because the engine will produce 75% at around 7k-8k feet
> altitude but it takes 2700 rpm to get 75% at that altitude. That number i
s
> in official Lyc charts. I've got one lying around somewhere but it's a
> really bad photocopy from a Lyc book & wouldn't be visible if I copied it
> again.
>
> The number that can be calculated from Lyc power/fuel burn charts that's
> consistent with the top section of this chart is the calculated ~0.45 lb
per
> hp per hour number at 75%. A 180 hp Lyc burns very close to 10 gph at 75%
:
> 60 lb per hr/(6 lb per gal)=10 gal per hr. 60 lb per hr at 135 hp is ve
ry
> close to 0.45 lb per hp per hr.
>
> Charlie
>
>
> Tracy Crook wrote:
>
>> Thanks! Very interesting. Altitude looks like it has more effect on M
P
>> requirement than I thought. Must be the exhaust back pressure reduction
at
>> altitude as someone else pointed out. I had not factored that in and wa
s
>> only compensating for pumping losses.
>> Was also gratified that laws of physics still hold and there is no free
>> lunch. It still takes a fixed amount of fuel to make a given amount of
HP.
>> Guess that's why the commercial pilots use fuel flow, which is the meth
od
>> I've been using. The change in MP requirement is hard to measure when
>> using a fixed pitch prop when RPM is not directly controllable. Fuel f
low
>> takes all the math out of the calculation.
>>
>> Also shows why it makes sense to fly at less than 75% power. Only took
5
>> lb/hr to get 10% more HP between 55 & 65% but double that to get the nex
t
>> 10% HP. Gets even worse above that.
>>
>> Tracy Crook
>>
>>
>>
>> On Sat, Dec 6, 2008 at 9:33 AM, J Riffel <riffeljl@gmail.com <mailto:
>> riffeljl@gmail.com>> wrote:
>>
>> A kind sole at Lycoming saw the RV post and sent this - which is
>> EXACTLY what I was looking for. So I thought I'd share:
>>
>>
>> Fuel and Power Chart - Lycoming Model IO-360-B1B, -B1D, -B1E,
>> -E1A, - B1A
>>
>> Press. Alt. 1000 Ft
>>
>>
>>
>> Std. Alt. Temp. F=BA
>>
>>
>>
>> 99 Hp - *55%* Rated Fuel Flow *45 Lb/H*r RPM & MAP
>>
>>
>>
>>
>> 117 HP - *65%* Rated Fuel Flow *50 Lb/Hr *RPM & MAP
>>
>>
>>
>> 135 HP-*75%*Rated Fuel Flow *60 Lb/Hr *RPM & MAP
>>
>>
>>
>>
>>
>> *2100*
>>
>>
>>
>> *2200*
>>
>>
>>
>> *2300*
>>
>>
>>
>> *2400*
>>
>>
>>
>> *2100*
>>
>>
>>
>> *2200*
>>
>>
>>
>> *2300*
>>
>>
>>
>> *2400*
>>
>>
>>
>> *2200*
>>
>>
>>
>> *2300*
>>
>>
>>
>> *2400*
>>
>> SL
>>
>>
>>
>> 59
>>
>>
>>
>> 21.2
>>
>>
>>
>> 20.7
>>
>>
>>
>> 20.2
>>
>>
>>
>> 19.7
>>
>>
>>
>> 24.0
>>
>>
>>
>> 23.4
>>
>>
>>
>> 22.8
>>
>>
>>
>> 22.2
>>
>>
>>
>> 26.0
>>
>>
>>
>> 25.4
>>
>>
>>
>> 24.7
>>
>> 1
>>
>>
>>
>> 55
>>
>>
>>
>> 21.0
>>
>>
>>
>> 20.5
>>
>>
>>
>> 20.0
>>
>>
>>
>> 19.5
>>
>>
>>
>> 23.8
>>
>>
>>
>> 23.2
>>
>>
>>
>> 22.5
>>
>>
>>
>> 22.0
>>
>>
>>
>> 25.8
>>
>>
>>
>> 25.1
>>
>>
>>
>> 24.5
>>
>> 2
>>
>>
>>
>> 52
>>
>>
>>
>> 20.7
>>
>>
>>
>> 20.3
>>
>>
>>
>> 19.7
>>
>>
>>
>> 19.3
>>
>>
>>
>> 23.5
>>
>>
>>
>> 22.9
>>
>>
>>
>> 22.3
>>
>>
>>
>> 21.8
>>
>>
>>
>> 25.5
>>
>>
>>
>> 24.8
>>
>>
>>
>> 24.2
>>
>> 3
>>
>>
>>
>> 48
>>
>>
>>
>> 20.5
>>
>>
>>
>> 20.0
>>
>>
>>
>> 19.5
>>
>>
>>
>> 19.1
>>
>>
>>
>> 23.2
>>
>>
>>
>> 22.7
>>
>>
>>
>> 22.0
>>
>>
>>
>> 21.5
>>
>>
>>
>> 25.3
>>
>>
>>
>> 24.6
>>
>>
>>
>> 24.0
>>
>> 4
>>
>>
>>
>> 45
>>
>>
>>
>> 20.3
>>
>>
>>
>> 19.8
>>
>>
>>
>> 19.3
>>
>>
>>
>> 18.9
>>
>>
>>
>> 23.0
>>
>>
>>
>> 22.5
>>
>>
>>
>> 21.8
>>
>>
>>
>> 21.3
>>
>>
>>
>> 25.1
>>
>>
>>
>> 24.3
>>
>>
>>
>> 23.8
>>
>> 5
>>
>>
>>
>> 41
>>
>>
>>
>> 20.0
>>
>>
>>
>> 19.6
>>
>>
>>
>> 19.1
>>
>>
>>
>> 18.6
>>
>>
>>
>> 22.7
>>
>>
>>
>> 22.2
>>
>>
>>
>> 21.6
>>
>>
>>
>> 21.1
>>
>>
>>
>> FT
>>
>>
>>
>> 24.1
>>
>>
>>
>> 23.5
>>
>> 6
>>
>>
>>
>> 38
>>
>>
>>
>> 19.8
>>
>>
>>
>> 19.4
>>
>>
>>
>> 18.9
>>
>>
>>
>> 18.4
>>
>>
>>
>> 22.5
>>
>>
>>
>> 22.0
>>
>>
>>
>> 21.3
>>
>>
>>
>> 20.9
>>
>>
>>
>>
>> FT
>>
>>
>>
>> 23.3
>>
>> 7
>>
>>
>>
>> 34
>>
>>
>>
>> 19.6
>>
>>
>>
>> 19.2
>>
>>
>>
>> 18.7
>>
>>
>>
>> 18.2
>>
>>
>>
>> 22.0
>>
>>
>>
>> 21.8
>>
>>
>>
>> 21.1
>>
>>
>>
>> 20.7
>>
>>
>>
>>
>>
>> FT
>>
>> 8
>>
>>
>>
>> 31
>>
>>
>>
>> 19.3
>>
>>
>>
>> 18.9
>>
>>
>>
>> 18.4
>>
>>
>>
>> 18.0
>>
>>
>>
>> FT
>>
>>
>>
>> 21.5
>>
>>
>>
>> 20.9
>>
>>
>>
>> 20.5
>>
>>
>>
>>
>>
>> 9
>>
>>
>>
>> 27
>>
>>
>>
>> 19.1
>>
>>
>>
>> 18.6
>>
>>
>>
>> 18.3
>>
>>
>>
>> 17.8
>>
>>
>>
>> 17.4
>>
>>
>>
>>
>>
>> FT
>>
>>
>>
>>
>>
>> 10
>>
>>
>>
>> 23
>>
>>
>>
>> 18.9
>>
>>
>>
>> 18.4
>>
>>
>>
>> 18.1
>>
>>
>>
>> 17.6
>>
>>
>>
>> 17.2
>>
>>
>>
>>
>>
>>
>>
>>
>> 11
>>
>>
>>
>> 19
>>
>>
>>
>> 18.6
>>
>>
>>
>> FT
>>
>>
>>
>> 17.8
>>
>>
>>
>> 17.4
>>
>>
>>
>> 17.0
>>
>>
>>
>>
>>
>>
>>
>>
>> 12
>>
>>
>>
>> 16
>>
>>
>>
>> 18.4
>>
>>
>>
>>
>> FT
>>
>>
>>
>> 17.1
>>
>>
>>
>> 16.8
>>
>>
>>
>>
>>
>>
>>
>>
>> 13
>>
>>
>>
>> 12
>>
>>
>>
>> FT
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>> To Maintain constant power, correct manifold pressure
>> approximately 0.17"hg. For each 10F variation in carburetor air
>> temperature from standard altitude temperature. Add manifold
>> pressure for air temperatures above standard; subtract for
>> temperatures below standard
>>
>>
>
>
===========
===========
===========
===========
>
>
Message 7
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| Subject: | Re: IO-360-B Power Chart? |
I have a friend looking for a GNC 300 XL wiring manual. Does anyone out
there have a PDF? Please send it to me off-line.
Thanks...
David W. Schaefer
RV-6A N142DS "Nerdgasm"
TMX-IO360 Dual-LightSpeed Plasma IIIs, Hartzell Blended Airfoil, GRT EFIS
www.n142ds.com
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