IO-520 fuel flow

Tom-D

Tom-D

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Tom-D
what is the normal fuel flow on a 210/IO520, 285 horse, cruise & Take off.
 
Cruise depends on power setting, LOP/ROP, etc.

Take off, 23.2-24.9 GPH is required per Continental SID97-3E.
 
IO520D.

Initial climb out 24GPH all in, pull it back to 17GPH after cleaning up and 25 squared.


Here's a cruise table, I need to delete everything below 2300RPM though.

Normally I run 23-2400RPM 22-23MP

image.jpg
 
Ted DuPuis said:
Cruise depends on power setting, LOP/ROP, etc.

Take off, 23.2-24.9 GPH is required per Continental SID97-3E.
Click to expand...
this.....use the CMI SB and add 1.5-3 gph on the fuel flow for better cylinder cooling at max power.
 
Checkout_my_Six said:
this.....use the CMI SB and add 1.5-3 gph on the fuel flow for better cylinder cooling at max power.
Click to expand...

That's what I do. We run about 2.5 gph richer than book. Works great, but also varies in need depending on cowling.

17 gph in climb at 25 squared? That must be good cooling on that engine. In the summer I'd like closer to 22.
 
Here is 97-3F, I think its the latest. Although they do keep messing with it.
 

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James331 said:
IO520D.

Initial climb out 24GPH all in, pull it back to 17GPH after cleaning up and 25 squared.
Click to expand...
Almost all of my experience has been in my 172, but that sounds like a lot of fuel burn to me. What TAS do you get at 17GPH in cruise?
 
JOhnH said:
Almost all of my experience has been in my 172, but that sounds like a lot of fuel burn to me. What TAS do you get at 17GPH in cruise?
Click to expand...
and that 172 is putting out half the horse power....:yes:


17.5 gph gets about 190 kts at altitude for me.
 
JOhnH said:
Almost all of my experience has been in my 172, but that sounds like a lot of fuel burn to me. What TAS do you get at 17GPH in cruise?
Click to expand...

O-320 E2D 150 horse pushes between 11 and 12 GPH on takeoff.

IO520 come in a few flavors.

285 horse
and 310 horse limited to 5 minutes I believe 285 continuous
and 310 horse continuous.

I'm sure I'm forgetting something.
 
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Checkout_my_Six said:
and that 172 is putting out half the horse power....:yes:


17.5 gph gets about 190 kts at altitude for me.
Click to expand...
Of course I understand that bigger, heavier, faster = more fuel burn.
That's why I asked what TAS that bought you.

My 172 had a 180 hp engine and I could get ~115kts at ~8gph with a usefull load of over 1,000# (including fuel). I sold it to buy something faster, knowing full well I will get lower gph. I was just a little surprised at 17.5gph. But then I was thinking 160-170 kts instead of 190kts.
edit: I meant HIGHER gph.
 
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JOhnH said:
Of course I understand that bigger, heavier, faster = more fuel burn.
That's why I asked what TAS that bought you.

My 172 had a 180 hp engine and I could get ~115kts at ~8gph with a usefull load of over 1,000# (including fuel). I sold it to buy something faster, knowing full well I will get lower gph. I was just a little surprised at 17.5gph. But then I was thinking 160-170 kts instead of 190kts.
Click to expand...
and of course 160-170kts down low at that same burn......:D
 
JOhnH said:
Almost all of my experience has been in my 172, but that sounds like a lot of fuel burn to me. What TAS do you get at 17GPH in cruise?
Click to expand...

Gotta read what I posted entirely, I even included the cruise table :yesnod:

This is a IO 520D in a 185F, and I don't cruise at 17gph, that's enroute climb... and that's after 24GPH initial takeoff, also I don't often climb over 6k... Not my mission profile.

Biggest thing to look out for, keep it under 380CHT on climb, 350CHT cruise, do whatever you need with the mixture to get there.


Also some fun math, ball parking NA piston engines, HP/2 = pounds per hour fuel at 100%

300HP IO520D

300/2 = 150lbs hr
150lbs hr /6lbs gal = 25GPH

Cruise 65%
25GPH X .65 16.25GPH


Not perfect but its a good way to ball park it if you don't have the tables.
 
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We are looking at a 1964 210-D.
at 17.5 GPH @ 190k gives us 12.4 MPH carrying 1270 pounds useful load.

converting that to MPH, that's 218 MPH. We will not be running with a full load.

We are going to see the A/C today.
 
a 210-D going 190kts?.....really? :)

me thinks something around 165kts.....:yes:
 
7500 feet turning 2500 RPM with 22.5 inches yields 14.9 GPH going 189 MPH TAS. Per the chart
 
bnt83 said:
IO520 come in a few flavors.

285 horse
and 310 horse limited to 5 minutes I believe 285 continuous
and 310 horse continuous.

I'm sure I'm forgetting something.
Click to expand...

Yes, it's 300 horse, not 310.
 
Tom-D said:
We are looking at a 1964 210-D.
at 17.5 GPH @ 190k gives us 12.4 MPH carrying 1270 pounds useful load.

converting that to MPH, that's 218 MPH. We will not be running with a full load.

We are going to see the A/C today.
Click to expand...

The 190 is already MPH, the 210 is a 165kt airplane.
 
Henning said:
The 190 is already MPH, the 210 is a 165kt airplane.
Click to expand...

Right,, I looked it up again Never exceed speed is 199 MPH

Optimum speed 190 MPH, Range 765 Miles Endurance 4 hours.
Economy speed 131 MPH, Range 1035 Miles Endurance 7.9 hours.

The Owner told me today she uses 12 gallons per hour, with 84 gallons on board what are we looking for cruise speed? Duration will be 7 hours.

We are contemplating this:
http://www.trade-a-plane.com/detail/aircraft/Single+Engine+Piston/1964/Cessna/210D/1761386.html
 
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Tom-D said:
Right,, I looked it up again Never exceed speed is 199 MPH

Optimum speed 190 MPH, Range 765 Miles Endurance 4 hours.
Economy speed 131 MPH, Range 1035 Miles Endurance 7.9 hours.

The Owner told me today she uses 12 gallons per hour, with 84 gallons on board what are we looking for cruise speed? Duration will be 7 hours.

We are contemplating this:
http://www.trade-a-plane.com/detail/aircraft/Single+Engine+Piston/1964/Cessna/210D/1761386.html
Click to expand...

Looks nice, 12gph LOP should have you in the high 150kt range.
 
I think they are decent airplanes. Would be nice if useful was a bit higher. Cowlings are like a dream come true.

Stock instrument panel layout leaves something to be desired.
 
bnt83 said:
I think they are decent airplanes. Would be nice if useful was a bit higher. Cowlings are like a dream come true.

Stock instrument panel layout leaves something to be desired.
Click to expand...

Average useful load is 1270 pounds for the "D", my highest cabin load will be 900, which means I can carry 60+ gallons of gas in 84 gallon tanks. That should give me 5 Plus hours legs. (4 hours is all I ever do) but 5 hours will get you down the airway 800+ miles.

There isn't much I can do with the instrument lay out, but get used to it.
 
Tom-D said:
Average useful load is 1270 pounds for the "D", my highest cabin load will be 900, which means I can carry 60+ gallons of gas in 84 gallon tanks. That should give me 5 Plus hours legs. (4 hours is all I ever do) but 5 hours will get you down the airway 800+ miles.

There isn't much I can do with the instrument lay out, but get used to it.
Click to expand...

Are you keeping it? If so, put a Dynon in it, especially out where you live.
 
Other than fuel flow.....if you don't already have them, I'd be thinking about getting a nice set of jacks. That gear has a reputation for needing attention.:wink2:
 
Checkout_my_Six said:
Other than fuel flow.....if you don't already have them, I'd be thinking about getting a nice set of jacks. That gear has a reputation for needing attention.:wink2:
Click to expand...

Guy on CPA claims to have never had a gear problem since he started lubricating and cleaning all switches at annual using WD40, over 30 years ago (>1000 hours).
 
RotorAndWing said:
The key to any retract is proper maintenance.
Click to expand...

Luck helps. I saw a cracked flame in a rigid tube end with a gear up.
(I spent quite a bit of time looking through SDRs when I was looking at 210Ds for sale.)
 
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