Texas Skyways are great people to do business with. I bought the IO-550 for my 185 from them. :smile: :smile: :smile: Very smooooth.
I'm interested as to what the fuel consumption of a carbed O-550 would be to get a reasonable rich of peak . I know my carbed 0-520 had a way higher fuel flow requirement before I went fuel injection. Back when the IO-550 came out we joked they were liquid cooled, and the liquid was aviation gasoline.I will second Texas Skyways as a great place to deal with.
I'm interested as to what the fuel consumption of a carbed O-550 would be to get a reasonable rich of peak . I know my carbed 0-520 had a way higher fuel flow requirement before I went fuel injection. Back when the IO-550 came out we joked they were liquid cooled, and the liquid was aviation gasoline.
The IO-550 in my 185 at 24/2400 uses 15.8 gph rich of peak with balanced injectors. The turbo TSIO-520 was 17.8 at 24/2400. Any less was trouble.
This engine came from Continental with the balanced injectors so can't say what the difference would be. I did move the injectors around in an attempt to refine the EGTs. Continental had them correct in the first place.I never checked our fuel flow for accuracy down to the last gallon, so maybe she did burn less. I also don't know if we had balanced injectors. I do know when they ran her in lower fuel burns things did not go well.
I wonder how much difference balanced injectors would make? I imagine quite a bit on that size engine.
We changed a lot of cylinders on the IO-550’s. The owners were alway looking to get better fuel economy, my guess is they were running to hot. My thought is being sensitive to heat , going with a carb is going to unbalance the fuel flow and make it easy to cook cylinders. We changed 3 to 1 cylinders vs the IO-520’s..
We changed a lot of cylinders on the IO-550’s. The owners were alway looking to get better fuel economy, my guess is they were running to hot. My thought is being sensitive to heat , going with a carb is going to unbalance the fuel flow and make it easy to cook cylinders. We changed 3 to 1 cylinders vs the IO-520’s..
The instructions in the Continental manual are very clear on how to set up the two fuel pressures. I installed two fuel pressure gauges in my 185 so that both pressures can be checked on each take off.Often times people set the TO fuel flow to low on these and the 520 engines. At max power during takeoff there is a ton of heat generated, the only thing to keep them cool is fuel.
The Cessna FF gauge as we all know reads fuel pressure calibrated for FF, not actual FF.