Temperature and cruise questions

[Daven]

I very low time pilot here (about 140 hours). I have a 1977 Piper Arrow III Turbo with the continental engine I've been flying for about 100 hours in the last 6 months and now that weather is warming just had some questions about EGTs and what not as my complex transition in it left something to be desired. The instructor had only about 10 hours in an Arrow / Cherokee line previously and not a turbo. I've read the engine manual and POH, but just wondering about more real world experience.

What are pretty typical / acceptable temps and max temps to cruise and climb at here for exhaust and cylinder head temperatures? And for those with a similar arrow, what type of fuel burn are you seeing at cruise with those numbers?

Also, what are good MP and RPMs for cruise here? I run it exactly as the POH states on those, but have heard on this one, that's not actually ideal.

So just sort of wondering about everyone's real world experience on this one?

Thoughts / tips? Thanks!

 

[NordicDave]

Couple of good resources to consider:

• John Deakin’s pelican perch articles on “those fire breathing turbos“ five part series. https://www.avweb.com/features/avweb-classics/pelicans-perch/pelicans-perch-index/
• Mike Bush’s EAA webinars on leaning and turbos:

Leaning Basics:

Leaning Advanced Class:

Running Over Square:

turbo charger systems:

​

 

[AeroLudite]

The instrumentation on your panel is going to play a large role in how you set power settings.
If you have a 6-place digital analyzer, (if not, you REALLY need one) you’ll be able to run lean of peak, but not too much. Additionally, I don’t run lop above 65% power.
Typically, 28” and 2300rpm will be at or under 65%. Here, you can go to 75deg (cooler) lean of peak. Hopefully you have GAMI injectors so there is little variation between cylinders. This will be an “economy” cruise. I hate to give exact numbers as each engine and airframe is a rule unto itself. A Turbo Saratoga I once flew had a twin interccooler set up. It was fast as blazes in the mid teens, but below 10,000’ msl it was an unmitigated GAS HOGG!!! 28-30gph!

I typically prefer FAST, as fuel is only a modest part of the aircraft operation budget picture . Get there faster and you put less hours on the Hobbs...
I run 75% and ROP. BUT that’s just me. I prefer to buy spark plugs and gas instead of $ylinder$. I know several Cirrus and Bonanza owners. They brag about low fuel burns, but neglect the cylinders they replace at annuals...

 

[Snowmass]

If you are really concerned about CHT I recommend that you verify accuracy oy your gauge. I use a lab type mercury thermometer in a oil bath on a hot plate.