Answer some of my own questions.

WOT will give you 33-39.5 inches depending on temp. Sounds like chieftain engine which increases MP in hot weather. This opposite of my turbo bonanza.

Rpm limited to 2575 so they can call it a 250 hp engine.

Do all turbo Lycoming engines come with iconel exhaust valves?

Low compression engines.

I found more information than you need here:

https://www.lycoming.com/content/operat ... -60297-23P

Jeff,

Thank you for reference. Funny that the high and low compression engines make essentially the same hp according to charts.

Piper Aztec...the Rodney Dangerfield of light - medium twins. Especially turbo versions.

A lot of bang for the buck.

Sure, but not at the same fuel flow! ~10% more fuel with low compression.

Paul

Paul,

I fully agree with you. The 10% you estimate is almost exactly correct. However IIRC they are quoting the Same MP. This also should be about 10 percent higher.

But...not at 15,000 feet.

Out of curiousity what speeds and GPh are realized in mid to high teens altitude with a turbo Aztec? What chts does that set up produce?

These are my 2 settings (economy and long range)

Generally...

70% power 26" / 2400 175 ktas 32gph 320 - 360*F
56% power 24" / 2200 165 ktas 26gph 320 - 360*F

Turbo Aztec wing is way more efficient at altitude (above FL100). Sweet spot for my travels is FL150 - FL180.

Definitely not the speediest and not a fuel miser, but everything is a trade-off. I can comfortably stuff the cabin with pax and bags and go 800nm easily, 1000 with a slight push from the winds with IFR reserves.

Thank you for the info. I'm rolling the idea around of moving to a twin at some point before the kids are too big for us to all fit in the plane we have. We have 3 kids, I'm 6'5" and 210 lbs, likely the kids won't be tiny either. We typically do 4-5 hour flights in our TN A36 at 15-18k altitude. Or, we are doing shorter flights, but over the Continental Divide, and would like to have FIKI protection for the mountain flying in the winter. Our current TN A36 gets 205 KIAS in the teens consistently, thus making our long cross country trips possible without a fuel stop when using tip tanks. We really don't want to give up the functionality of the airspeed, climb and altitude ability the turbo gets us, but would like to gain in load hauling and weather protection from a FIKI airplane. A P Baron is not a likely next airplane as I only have 600 hours SEL complex/high performance. Stepping directly to the P Baron was a heck of a hit in insurance and training costs from the quote I received (suggestions on how to make this transition?). If anyone has suggestions of how to tackle this idea, I'm all ears.

Not bad economy. But a CDE Baron will do 185 on same burn.