Airspeed and Power Settings for Lycoming Powered 170s
Moderators: GAHorn, Karl Towle, Bruce Fenstermacher
Sorry, but I have to say that your 2 cents worth is worth just about that in this case. My actual experience (and one other to my first hand knowledge) is at odds with your statements. Any time you can make an engine breathe better you WILL get better fuel economy and more power. Again, if your engine can be made to be always in perfect (or nearly) time you WILL get better fuel economy and more power. Cost effective? I suppose it would depend on how long you expect to keep your plane and what you expect to pay for fuel. Also how short a field would you like to use? I kind of like Lower Loon! Pete
Pete Kuckenberg
TWO CENTS OR LESS
You don't have to be sorry or elated to respond with a different opinion to any post of mine. Just be courteous. I stated in the first paragraph of that post that I was not going to question an operators experience with his own equipment.
I have operated my 170 for almost thirty years and have flown out of un-improved strips that used all my available horse power and technique to make safe flights. I would not try to extend the envelope by bolting on the added weight of questionable modification and expecting shorter takeoff distances. Nor would I carry less fuel because some manufacturer told me I could expect magic fuel consumption numbers.
The main drawback to any "bolt-on" modification I see, is whether to depend on the "manufacturers" claims of increased performance to be acurate. If one of my peers can show me that his "mod" does things in a better way, I most certainly would examine it. I would tend to make a judgment based on accurate presentation of equal parameters and that is where the sticky point is.
I will wager that on a given day, with a new power plant, my plane will perform very close to book numbers. If you then bolt on a "high performance mod" (read: Hi $- - 40 hours of shop time and the price of the mod would most likely eliminate me as a customer) and I get their advertised numbers and I see a noticeable increase in performance I would be convinced. I probably would not want the thing hanging out there, but would bow to the numbers.
I will also say this about me. I don't have any trouble with someone showing me that I am wrong about something. I have eaten my fair share of crow in the past and don't have a problem with the taste! I may not agree with someones opinion but will respect their right to have it. I did not intend to make a personal issue of this because I may to be able to meet you sometime in face to face and want it to be on friendly terms.
I have operated my 170 for almost thirty years and have flown out of un-improved strips that used all my available horse power and technique to make safe flights. I would not try to extend the envelope by bolting on the added weight of questionable modification and expecting shorter takeoff distances. Nor would I carry less fuel because some manufacturer told me I could expect magic fuel consumption numbers.
The main drawback to any "bolt-on" modification I see, is whether to depend on the "manufacturers" claims of increased performance to be acurate. If one of my peers can show me that his "mod" does things in a better way, I most certainly would examine it. I would tend to make a judgment based on accurate presentation of equal parameters and that is where the sticky point is.
I will wager that on a given day, with a new power plant, my plane will perform very close to book numbers. If you then bolt on a "high performance mod" (read: Hi $- - 40 hours of shop time and the price of the mod would most likely eliminate me as a customer) and I get their advertised numbers and I see a noticeable increase in performance I would be convinced. I probably would not want the thing hanging out there, but would bow to the numbers.
I will also say this about me. I don't have any trouble with someone showing me that I am wrong about something. I have eaten my fair share of crow in the past and don't have a problem with the taste! I may not agree with someones opinion but will respect their right to have it. I did not intend to make a personal issue of this because I may to be able to meet you sometime in face to face and want it to be on friendly terms.
Gary, I guess you are not going to have any extra fire ants after all 
How do the Swamp Fire Ants measure up compared to the Texas Fire Ants 
Ours are pretty mean and clever - they all wait till about a thousand of them are on you and then send out some kind of signal that it is time to start eating. That away, you don't know it's coming till they have all climbed up on ya.
How do the Swamp Fire Ants measure up compared to the Texas Fire Ants Ours are pretty mean and clever - they all wait till about a thousand of them are on you and then send out some kind of signal that it is time to start eating. That away, you don't know it's coming till they have all climbed up on ya. Joe
51 C170A
Grand Prairie, TX
51 C170A
Grand Prairie, TX
Fuel & Power Chart Lyc 360
AVCON
Industries, Inc.
FUEL AND POWER CHART- LYCOMING MODEL 0-360-A, 180 HP ENGINE
_____________________________________________________________
Press. Std. 90 HP-55% 117 HP-65% 135 HP-75%
Rated Rated Rated
Alt. Alt. Approx. Fuel Approx. Fuel Approx. Fuel
7.4 Gal./Hr. 8.8 Gal./Hr. 10 Gal./Hr.
1000 Temp. RPM & MP RPM & MP RPM & MP
Feet Deg. F
X 100 X 100 X100
21 22 23 24 21 22 23 24 22 23 24
_____________________________________________________________
SL 59 20.9 20.3 19.8 19.3 - 23.3 22.7 22.1 21.5 - 25.1 24.5 23.9
1 55 20.7 20.1 19.6 19.1 - 23.1 22.4 21.8 21.3 - 24.8 24.2 23.6
2 52 20.4 19.8 19.3 18.8 - 22.8 22.1 21.6 21.0 - 24.6 24.0 23.4
3 48 20.2 19.6 19.1 18.6 - 22.5 21.9 21.3 20.8 - 24.3 23.7 23.2
4 45 19.9 19.3 18.9 18.4 - 22.3 21.6 21.1 20.6 - 24.0 23.5 22.9
5 41 19.7 19.1 18.7 18.2 - 22.0 21.4 20.9 20.3 - 23.8 23.2 22.7
6 38 19.5 18.9 18.4 18.0 - 21.8 21.1 20.6 20.1 - ...... 23.0 22.5
7 34 19.3 18.7 18.2 17.8 - 21.5 20.9 20.4 19.9 - ...... ...... 22.2
8 31 19.0 18.4 18.0 17.6 - 21.3 20.7 20.2 19.7
9 27 18.8 18.2 17.8 17.4 - ...... 20.4 20.0 19.5
10 23 18.6 18.0 17.6 17.2 - ...... ...... 19.8 19.3
11 19 18.4 17.8 17.4 17.0 - ...... ...... ...... 19.1
12 16 18.2 17.6 17.2 16.8
13 12 ...... 17.4 17.0 16.7
14 9 ...... ...... 16.8 16.5
15 5 ...... ...... ...... 16.3
_____________________________________________________________
To maintain constant power, correct MP approximately 0.17" Hg for each 10 deg. F. variation in carburetor air temperature from standard altitude temperature. Add manifold pressure for air temperatures above standard; subtract for temperatures below standard.
OK, there it is, copied of my chart. Hope it helps. Charlie MPpproximately
Industries, Inc.
FUEL AND POWER CHART- LYCOMING MODEL 0-360-A, 180 HP ENGINE
_____________________________________________________________
Press. Std. 90 HP-55% 117 HP-65% 135 HP-75%
Rated Rated Rated
Alt. Alt. Approx. Fuel Approx. Fuel Approx. Fuel
7.4 Gal./Hr. 8.8 Gal./Hr. 10 Gal./Hr.
1000 Temp. RPM & MP RPM & MP RPM & MP
Feet Deg. F
X 100 X 100 X100
21 22 23 24 21 22 23 24 22 23 24
_____________________________________________________________
SL 59 20.9 20.3 19.8 19.3 - 23.3 22.7 22.1 21.5 - 25.1 24.5 23.9
1 55 20.7 20.1 19.6 19.1 - 23.1 22.4 21.8 21.3 - 24.8 24.2 23.6
2 52 20.4 19.8 19.3 18.8 - 22.8 22.1 21.6 21.0 - 24.6 24.0 23.4
3 48 20.2 19.6 19.1 18.6 - 22.5 21.9 21.3 20.8 - 24.3 23.7 23.2
4 45 19.9 19.3 18.9 18.4 - 22.3 21.6 21.1 20.6 - 24.0 23.5 22.9
5 41 19.7 19.1 18.7 18.2 - 22.0 21.4 20.9 20.3 - 23.8 23.2 22.7
6 38 19.5 18.9 18.4 18.0 - 21.8 21.1 20.6 20.1 - ...... 23.0 22.5
7 34 19.3 18.7 18.2 17.8 - 21.5 20.9 20.4 19.9 - ...... ...... 22.2
8 31 19.0 18.4 18.0 17.6 - 21.3 20.7 20.2 19.7
9 27 18.8 18.2 17.8 17.4 - ...... 20.4 20.0 19.5
10 23 18.6 18.0 17.6 17.2 - ...... ...... 19.8 19.3
11 19 18.4 17.8 17.4 17.0 - ...... ...... ...... 19.1
12 16 18.2 17.6 17.2 16.8
13 12 ...... 17.4 17.0 16.7
14 9 ...... ...... 16.8 16.5
15 5 ...... ...... ...... 16.3
_____________________________________________________________
To maintain constant power, correct MP approximately 0.17" Hg for each 10 deg. F. variation in carburetor air temperature from standard altitude temperature. Add manifold pressure for air temperatures above standard; subtract for temperatures below standard.
OK, there it is, copied of my chart. Hope it helps. Charlie MPpproximately