that's a badass ride. what the TAS?

200 around 14-15k feet LOP

230 if you run 25gph at 25,000ft like cessna marketing says you can

Congrats! Beautiful paint scheme. Where are you based? I've been very happy with mine. Is a great cross country machine. I typically run mine at 60-65% power. I've heard if you run it hard all the time it will start eating cylinders pretty quickly.

I'm in Seattle area. I plan on running mine 85% power, lean of peak, almost all of the time. Bet I'll make TBO. Quality control was an issue at Continental, maybe it still is. But if you run your engine by the book, rich of peak that's what kills the cylinders.

If you haven't gone to ADA for the APS course it's a worthwhile investment.

Mark, while what you say is true, the TSIO manifolds are problematic to this day, be vigilant inspecting for cracks and any loss of MP at altitude, assume you have a blow torch in cowl

And what is the RPM/MP combo that gives you 85% HP LOP ?
Given that running LOP delivers about 15% less HP (vs ROP) for a given RPM/MP combo, I would think that to pull 85% HP LOP would be pretty close to the 100% RPM/MP setting, nest pas ?

PS: I've owned close to a dozen planes and my Columbia 300 is my all-round favorite !

Michael,

I just took delivery. Running at Continental break-in instructions which is to alternate between 75% and 65% power for the first 25 hours. 1625 TIT which equates to 50d ROP. Just about the worst place you could ever run a Continental. Highest CHT's and ICP's ever at this run rate. My CHT temps were over 400df on the three legs home. That had be shuttering in my boots. Likely this is just engine break-in and CHT's will drop significantly soon. At that point it will be all LOP ops.

I will be happy to post my chart of my MP/RPM/FF/TIT/%HPs when I have ascertained them.

By the way all levers forward ROP does not get you 100%HP it gets you less. Running 85d LOP is not a problem. You just have to make sure you are adequately lean of peak TIT for that operation. And that the CHT's remain low. With a balanced intake and exhaust, this should be no problem.

As I mentioned in an earlier post, the best place to learn about engine management is to take the online APS course. Better yet visit live when in the USA for lots of fun.

Also for any G2000 drivers, I am the first to have the "Checklist" file installed. Send me a PM and I will send you a copy of the checklist file.

Mark

Dude congrats! Post more pics!

And what is the RPM/MP combo that gives you 85% HP LOP ?
Given that running LOP delivers about 15% less HP (vs ROP) for a given RPM/MP combo, I would think that to pull 85% HP LOP would be pretty close to the 100% RPM/MP setting, nest pas ?

PS: I've owned close to a dozen planes and my Columbia 300 is my all-round favorite !

I recently read where Textron is on schedule to produce over 100 TTXs this year (2016). Pretty impressive going up against Cirrus. Significantly more production than the G36.

Mark,
What Cessna site did you get that info from? I bought a 2006 400 a few months ago and have not found any Cessna forum with any constructive threads on it, so i have been reading here and the Cirrus site to get info.
Thanks
Steve

Steve,

Register on this site and you can access the forums.

http://www.cessnaadvancedaircraftclub.com/

Mark

[/quote]
Hi Michael,

I joined a Cessna forum and copied a couple of LOP performance numbers posted there.

PILOT #1 LOP all the time with setting from 29"-32" rpm 2300-2450 various combo's in those ranges. Looking at some screen shots shows
17.5k 32.3 2460 18.8gph 221tas
17.5k 31" 2450 18.4gph 217tas
14.5k 30" 2400 17.4gph 201tas
13.5k 30" 2410 17.2gph 200tas
12.5k 30" 2400 17.2gph 195tas
10.5k 30" 2400 17.3gph 193tas

PILOT #2 Here are some reference points from some of my recent flights.
I run the engine LOP and 32" MP, 2400 RPM, 1600 to 1610 TIT with CHT's in the 320 to 340 range.
14,000' - 194 TAS and 16.4 FF
13,000' - 192 TAS and 16.3 FF
10,000' - 187 TAS and 16.6 FF
9,000 - 185 TAS and 16.7 FF


Once my bird is broken in and I have personally experimented with power settings, I'll come back and post my chart.

The TTx's POH says that LOP ops should be at a power setting of 77%HP. I plan on starting higher so that hopefully I end up leaned out at 85%HP, 2400~2450RPM and FF that gets me 75-100df LOP TIT. The plane has balanced intakes and exhausts so I think I will get there.

The Continental manual says LOP OPS not recommended over 85%HP.

Cheers!

Mark[/quote]

I'm struck by how similar these performance numbers are my P210 with Vitatoe TN550 conversion and FIKI TKS..... except I don't know about speeds with a fuel flow or more than 17.5 gph instead of 18 - 19 gph listed above. Of course my 35 year old Cessna doesn't look nearly as snazzy on the ramp and does not have a sports car style interior with widescreen glass avionics. And although I do have to maintain the retractable gear, the pressurization gives a quiet cabin and I don't have to wear an oxygen mask to see 200K TAS. I also have the benefit of 6 seats and 1352 lb payload.

Marc

Here's the inside picture... Sorry boys, no throttle levers or landing gear controls.

I joined and it looks like no posts in over 30 days there.