background

Image 2 title

type your text for second image here

Image 2 title

Image 3 title

type your text for third image here

Image 3 title

Image 4 title

type your text for 4th image here

Image 4 title

Image 5 title

type your text for 5th image here

Image 5 title

Image 6 title

type your text for 6th image here

Image 6 title

Image 7 title

type your text for 7th image here

Image 7 title

Image 8 title

type your text for 8th image here

Image 8 title

Image 9 title

type your text for 9th image here

Image 9 title

Image 10 title

type your text for 10th image here

Image 10 title

Image 11 title

type your text for 11th image here

Image 11 title

Image title

type your text for image here

Image title

Image title

type your text for image here

Image title

Image title

type your text for image here

Image title

Image title

type your text for image here

Image title

Image title

type your text for image here

Image title

Image title

type your text for image here

Image title

Image title

type your text for image here

Image title
Bienvenue, Invité
Nom d'utilisateur : Mot de passe : Se souvenir de moi

SUJET : TLS Bravo engine management

TLS Bravo engine management il y a 2 mois 4 jours #385

Hi everyone,
as a new TLS owner and new member of this community, I have a first question.
I'd like to have some feedback from fellow owners on their favorite/optimal settings for managing the engine in the different flight configurations (climb, cruise, descent).
Thank you.
Jérôme
L'administrateur a désactivé l'accès en écriture pour le public.

TLS Bravo engine management il y a 2 semaines 5 jours #386

  • Dr.KlausLang
  • Portrait de Dr.KlausLang
  • Hors Ligne
  • Fresh Boarder
  • Messages : 18
  • Remerciements reçus 5
hi. do U have digital engine management and/or gamijectors? if so, U could fly lop.
if not, fly always peak tit around 1650 f. for long distance (2_5h) i fly 30 inHg, = approc. 70%hp.
for short flights (1-2h) i fly 27-29 in Hg
at all altitudes.
i consider this efficient/economical. the gain of speed at map >32 in Hg is not worth the fuel consumption, shorter travel time nor engine wear. considering different wind speeds/directions at different altitudes optimises travel time/ fuel consumption. my longest regular distances flown weekly were scotland and northern spain. goint to higher teens (fl160+) for speed efficiency is worth only for trips longer than 3 hrs. (time+fuel for climb vs. speed gain at levels).
L'administrateur a désactivé l'accès en écriture pour le public.
Cet utilisateur a été remercié pour son message par: Jerome Faul

TLS Bravo engine management il y a 2 semaines 5 jours #387

Thank you. What about the mixture during a cruise climb at 34/2400?
L'administrateur a désactivé l'accès en écriture pour le public.

TLS Bravo engine management il y a 2 semaines 4 jours #388

  • Dr.KlausLang
  • Portrait de Dr.KlausLang
  • Hors Ligne
  • Fresh Boarder
  • Messages : 18
  • Remerciements reçus 5
during enroute climb: it‘s all about keeping the cylinders at 400F or below: either full rich or U can slowly lean: but U have to observe cylinder head temperature of all 6 cylinders and egt: keep cylinders at 400 F or below and avoid egt range peak egt minus 100F ROP (risk of detonation=hammer of Thor to the cylinders). in cruise: keep cylinders at 380F or below for longevity: tit or reduce throttle or fly lean of peak (if U have balanced gamijectos+digital engine monitoring) or richer than -100F ROP or open the the cowl flaps .
L'administrateur a désactivé l'accès en écriture pour le public.
Temps de génération de la page : 0.160 secondes