Airport elevation 2200 standard day
Max power on take off 94 percent
Manifold pressure 30 inches
Rpm 2600
Egt in the green
Cht temps in the green
Fuel flow is 24 gallons per hour should it be higher?
Short answer is yes.
What CHTs are you seeing in climb with that flow at that DA? I suspect they’re fairly high. I would expect a FF of 27 gph at least under the conditions you posted.
And if you are a member of COPA, you would do far better posting questions on the Member side as opposed to the Guest Forum. You will get far more information there
Yes, considerably higher. As Jerry said, at least 27 GPH, preferably a bit more.
What are the exact numbers?
“In the green” means nothing useful.
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Egt all around 1300
Cht. All around 300
Rpm 2650
Power 97 percent
Mp 27 inches
Oil pressure 65
Oil temp 163
Fuel flow 24
That’s today in kbvu
57 degrees
2200 elevation
Way low fuel flow.
Should be 26 to 27 gph at that altitude. EGTs should be 1275 dF (which would happen if the fuel flow were higher).
How many years and hobbs hours on the fuel pump? Has it been overhauled? Has the gasolator screen been cleaned? Any fuel dripping from the fuel pump?
With all CHTs around 300 and EGTs around 1300, I wonder if the OPs fuel flow isn’t in fact higher than 24gph.
Those temperatures are consistent with adequate takeoff flow. With only 24 gph flow I would have expected substantially higher CHTs due to inadequate cooling, as well as higher EGTs being closer to peak on the rich side.
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Yes it could be the fuel flow connector on the engine baffle wall has a bad connection. That could account for a low fuel flow reading. But if that is the case, the next fill up should show several gallon difference between the fuel receipt and the MFD fuel added number.
It is a relatively cold day (57 degrees). Wonder what rate of climb the OP is doing?
I actually had a low fuel flow (around 25 gallons) when I first got my plane. For the most part, it was ok in the winter. But in summer, in florida, i would routinely see 380 df CHT on climb out. I would pull back on the throttle and lower the nose (which worked).
My mechanic tried to adjust the fuel pressures a couple of times. Never got it quite right. I bought a VCR tape from TCM (on adjusting it) and gave it to him. Later on Jim Barker got it adjusted right (as best as could be done).
After the fuel pump was overhauled (due to fuel dripping), there was a huge improvement. The engine fuel flow on take off was 29 gph (airport elevation 673’). It was like a new engine.
My plane runs 29.5 +/- 0.5 depending on temperature on takeoff from an airport at about 800 MSL elevation.
Took some training from former Cirrus test pilot Nate Alm. I was told iirc flow should generally be around 27-29 gph under those conditions. But i am far from an expert.
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That’s correct. Mine is 28.5 at takeoff.
If the current numbers you present are accurate the engine is not airworthy based on fuel flow but also static RPM.
That should be behind the member side
I don’t think he’s a member yet.
Welcome to COPA @markgjorgensen,
You received some great input on this topic, honestly more than is usual for a guest member, thank you to my fellow COPAns for being so generous with your knowledge.
Mark, joining COPA as a full paying Member is one of the best investments you can make in your Cirrus ownership experience, if you would like to lift the vail, please follow the link below for more information.