---------------------------------------------------------- RV-List Digest Archive --- Total Messages Posted Sat 12/06/08: 7 ---------------------------------------------------------- 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 _____________________________________ Time: 06:34:36 AM PST US From: "J Riffel" Subject: RV-List: 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 _____________________________________ Time: 07:55:47 AM PST US From: "Tracy Crook" Subject: Re: RV-List: 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 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 _____________________________________ Time: 08:18:39 AM PST US From: Charles Kuss Subject: Re: RV-List: 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 wrote: > From: 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 > wrote: > > From: Dale Ensing > 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 > wrote: > > From: John Bright > 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" > 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 _____________________________________ Time: 09:43:13 AM PST US From: Charlie England Subject: Re: RV-List: 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 > 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 _____________________________________ Time: 09:52:02 AM PST US Subject: RV-List: paint protection film From: "Frazier, Vincent A" <<<<>>> 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 Mount Vernon, IN 47620 812-464-1839 office M-TH 812-985-7309 shop Fri-Sun ________________________________ Message 6 _____________________________________ Time: 10:20:09 AM PST US From: "Tracy Crook" Subject: Re: RV-List: 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 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>> 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 _____________________________________ Time: 06:43:00 PM PST US From: "David Schaefer" Subject: Re: RV-List: 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 ------------------------------------------------------------------------------------- Other Matronics Email List Services ------------------------------------------------------------------------------------- Post A New Message rv-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/RV-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/rv-list Browse Digests http://www.matronics.com/digest/rv-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.