SR22T Engine Operations

Agenda
• How does it work? – SR22T Engine
• Normal Operating Procedures
• Data Review
• Operations Discussion
 SR22T: TSIO-550-K ENGINE
• TCM TYPE CERTIFIED ENGINE
• 315 RATED HP @ 2500 RPM / 36.5” MAP
– ADDITIONAL TAKEOFF HP RESULTS IN NOMINAL IMPROVEMENT IN
TAKEOFF AND CLIMB PERFORMANCE

• ENGINE COMPRESSION RATIO: 7.5:1

– PROVIDES HIGHER DETONATION PROTECTION
 SR22T: TSIO-550-K ENGINE
• SINGLE WASTEGATE
– SMALL WEIGHT REDUCTION
– RELIABILITY AND MAINTENANCE BENEFITS
• CONSISTENT 2500 RPM  FIXED GOVERNOR
– QUIET CABIN AND FLYOVER TAKEOFF AND CLIMB NOISE
– VERY LOW TAKEOFF AND CLIMB VIBRATION LEVELS
– SIMPLE SYSTEM RE: MAINTENANCE, RIGGING, SETUP
– WEIGHT SAVINGS: PROP CONTROL CABLE AND APPARATUS ~1.5 LBS
– PROP BRAKING: AT HIGH SPEED, LOW POWER  BETTER DECELERATION
 Principles of Internal Combustion Engines
1. Induction: In this stroke the intake valve must be in
the open position while the piston pulls an air-fuel
mixture into the cylinder by producing vacuum
pressure into the cylinder through its downward
motion.
2. Compression: In this stroke the piston compresses
the air-fuel mixture in preparation for ignition during
the power stroke (below). Both the intake and
exhaust valves are closed during this stage.
3. Power: While the piston is at T.D.C. (the end of the
compression stroke) the compressed air-fuel mixture
is ignited by a spark plug. This stroke produces
mechanical work from the engine to turn the
crankshaft.
4. Exhaust: During the exhaust stroke, the piston once
again returns to T.D.C from B.D.C while the exhaust
valve is open. This action expels the spent air-fuel
mixture through the exhaust valve.
 Principles of Internal Combustion Engines
• Air + Fuel + Spark = Combustion
• What we Control
– Air
• Throttle
– Manifold Pressure
– RPM
– Spark
• Magnetos
– L,R, Both
– Fuel
• Mixture
– Cooling
• Airspeed
Power Lever/Throttle

HOW WE CONTROL AIR

 Air Intakes
• 2 combustion air intakes
– 1 on each side connected
to NACA vent

• Fresh combustion air

feeds directly into
compressor-side of turbo
 Air Intakes / Alternate Air
• Flexible tube connects intakes

• Automatic alternate air door in

center
– Held shut by spring/magnet
– Will open automatically when
normal air sources become
clogged
– Will close automatically when
resistance is cleared
– CAS message will appear to
alert pilot
 Intercooler (Aftercooler)
• As the air is compressed in the
turbo, it also warms up (up to 5
times as hot)
• Intercooler is installed in the
induction air path between the
compressor and the throttle
plate
• The function is to cool down the
compressed air, which improves
the performance of the engine
Throttle Controls Airflow

To Throttle Control

Power Lever
 Throttle Position
• Manifold Pressure
increases as the
throttle opens

• Airflow into the

engine increases as
the throttle opens

• Engine behaves like

an air pump
 Throttle Body Fuel Metering Cam
• Increases fuel flow as throttle plate opens
– Fuel flow increases at wide open throttle to help with engine cooling during climbs
Magnetos

HOW WE CONTROL SPARK / IGNITION

Magnetos
• Dual Magneto System
• Gear driven from the accessory drive
• Provides power to the spark plugs
• Magnetos are pressurized by air from
the upper deck
• Prevents electric arcing within Mag
Spark Plugs
• Create spark/ignition for combustion
event
• 2 spark plugs/cylinder
• Spark occurs 24° before piston
reaches Top Dead Center (TDC)
Magneto Timing
• Advanced Timing
Characteristics (Early)
– High than normal CHTs
– Lower than normal EGTs
&TITs
• Retarded Timing
Characteristics (Late)
– Low than normal CHTs
– High than normal EGTs &
TITs
Mixture Lever

HOW WE CONTROL FUEL

Fuel System

Electric Fuel Pump

provides 4 to 6 PSI
for vapor
suppression

Gascolator filters
fuel before entering
the engine driven
fuel pump
Mixture Lever Controls Fuel/Air Ratio
Fuel Injectors
• Pressurized by upper deck air
– Prevents fuel backflow
• Tuned
– Specific to each cylinder
 Stoichiometric Ratio
• If exactly enough air is provided to completely burn all of the fuel, the ratio is known as the
stoichiometric mixture
• Fuel to Air Ratio – 14.7 lbs Air : 1 lb Fuel
• Too Rich or Too lean can lead to engine roughness or possible combustion failure

Lean Peak EGT Rich

 Mixture Influence
Lean of Peak Rich of Peak
• Peak EGT
– “Stochiometric mixture” (excess airflow) (excess fuel flow)
– All fuel and oxygen consumed
– Air:Fuel ratio of 14.7
• Rich of Peak
– Power limited by oxygen quantity
– Excess fuel flow (fuel not consumed)
provides cooling
– Rich mixtures will have slight degrade on
power
– Excessively rich will flood engine (large
power degrade, roughness or flameout)
• Lean of Peak
– Power limited by fuel quantity
– Excess airflow (oxygen not completely
consumed) provides cooling
– Excessively lean  lean misfire
 Engine Roughness at Lean of Peak

• Caused by Unbalanced Injectors

unbalanced fuel/air 45 HP
ratios 40 HP
• More apparent during 310 HP 50 HP
50 HP
lean of peak total output
operations 65 HP
60 HP
• Why?
– Remember the HP
curve in relation the
fuel/air ratios
 Unbalanced Fuel/Air Ratios

• Some cylinders receive more

fuel than others
– ROP, Same HP / Smooth •Same HP
•Smooth Engine Operation
– LOP, Varying HP / Rough
Unbalanced Injectors ROP

51 HP
52 HP

310 HP 52 HP
53 HP Total Output •Varying HP
•Rough Engine Operation
51 HP 51 HP

Unbalanced Injectors LOP

45 HP
40 HP

310 HP 50 HP
50 HP Total Output

60 HP 65 HP
Unbalanced Fuel/Air Ratios
Balanced Fuel/Air Ratios
 Balanced Fuel/Air Ratios
• Each cylinder receiving
same amount of fuel and
air
• All cylinders developing
equal HP even on steep
LOP curve

Balanced Injectors LOP & ROP

52 HP 51 HP

310 HP 52 HP
53 HP Total Output

51 HP 51 HP
SR22T TURBO SYSTEM COMPONENTS
 Turbocharger
• A centrifugal compressor
which boosts the intake
pressure of an internal
combustion engine
driven by an exhaust
gas turbine fitted to the
engine's exhaust
manifold.
 OVER-BOOST VALVE
• An overboost pressure relief valve
is incorporated on turbocharged SPRING
AND BELLOWS

engine models to prevent over

pressurization of the induction VALVE

system

• The overboost pressure relieve OPENING INDUCTION MANIFOLD

valve is set to open at roughly 2 to AIR CAN ESCAPE

4 inches of mercury above the

rated maximum manifold pressure
of the engine

• This acts as a “fail safe” device to

prevent the engine from reaching
an overboost situation
 Turbo-Supercharger
Exhaust
• Turbo uses accelerated exhaust
gases to spin a compressor which
increases the pressure in the upper
deck

• Capable of +100,000 RPM

Combustion Air
• Maximum Normal Turbo Inlet
Temperature (TIT) is 1750°F, seen
on MFD

• Turbo is lubricated via the engine oil

system
 OIL “OUT” TO
SLOPED CONTROLLER

Wastegate
• The waste-gate is a
hydraulically controlled device
ENGINE OIL
using engine oil pressure, to PRESSURE “IN”

close a butterfly valve that will

direct exhaust gasses to the
turbocharger
 Wastegate
• The wastegate controls the amount exhaust
that is allowed to flow through the turbo

• Air will take the path of least resistance

• A closed wastegate sends more exhaust

through the turbo

• An opened wastegate allows Exhaust to

bypass the turbo and be dumped overboard

• A spring holds the wastegate in the open

position. Oil pressure closes the wastegate

• There is only 1 wastegate that controls both

turbos via a crossover tube
Turbo Operation
 Crossover Tube
• The left and right exhaust
manifolds are connected via
a crossover tube
• This architecture equalizes
exhaust pressure in the
exhaust manifolds and both
turbines are driven equally
 SLOPE CONTROLLER
• Moves the wastegate to
manage the pressure created
by the turbo

• Maintains a pressure
differential across the throttle
valve of about 4“ Hg at partial
power settings and limits
maximum MAP to 36.5” at full
power
SLOPE CONTROLLER
 SLOPE CONTROLLER
•
ANEROID
On takeoff at full power, slope BELLOWS
ASSEMBLY
controller limits MAP to 36.5”
MANIFOLD
PRESSURE
SENSING
PORT
• As the aircraft climbs at full power
and the ambient pressure DIAPHRAGM

decreases, the controller commands DECK

PRESSURE

the wastegate to close to maintain SENSING

PORT

36.5” MAP
POPPET
OIL INLET POPPET SEAT
PORT
• As power is reduced, the controller
commands the wastegate to open to OIL DRAIN
PORT
maintain the 4” differential across
the throttle plate ADJUSTMENT
SCREW
 SR22T Power Lever
• No connection or linkage
to prop governor
• Throttle cable “slowed” in
cruise power range
– Small changes in throttle
position result in large
changes to manifold
pressure due to the slope
controller
MODIFIED ECS CONTROLLER
• SR22T
– LARGER HEAT EXCHANGER ON
CROSSOVER TUBE, 50°F
HIGHER HEAT RISE
– USES ELECTRONIC CONTROL
TO ACTIVELY MONITOR AND
BIAS VALVES IF HOT AIR TEMP
EXCEEDS LIMITS
– BENEFITS ARE PLENTY OF
HEAT ON THE GROUND, AND
AT LOW AND HIGH ALTITUDES
– PRESSURIZED PREVENTS CO
 Prop Governor
The SR22T incorporates a cable-less Hartzel propeller
governor.
The governor operates on the same principle as other
propeller governors; sensing engine speed, the governor
regulates pressurized engine oil in the propeller piston
assembly, which controls propeller blade angle.
Begins controlling blade angle and engine speed at
approximately 1400 RPMs.
The engine reaches its maximum speed of 2500 RPMs at
power settings as low as 55%.
As the power lever is advanced, engine speed will remain at
2500 RPMs, but MAP and Fuel flow will increase as will %
Power.
With the high speed stop set at 2500 RPMs, additional
power input causes the governor to increase propeller blade
angle, thus increasing thrust.
So how does this all work?

PUTTING IT TOGETHER
 Take-Off
• Turbos boost Manifold
pressure to ~36.5”
• Upper deck pressure
regulated to ~36.5” by the
slope controller
 Climb
• Outside air pressure will
begin to decrease
• Manifold pressure would
normally start to decrease
as well, resulting in a loss
of engine power
 Climb
• Slope Controller
– The aneroid in the slope
controller contracts with
loss of manifold pressure
 Climb
• Slope Controller
– The poppet closes
restricting oil flow, building
pressure in engine oil line
to the wastegate
 Climb
• The increased pressure
in the oil line pushes
against the waste gate
spring closing the
wastegate as needed
 Climb
• As the wastegates close
less exhaust air is
allowed past the waste
gates and more air
directed through the
turbos
• This increase in airflow
through the turbos
increase the turbo’s RPM
 Climb
• When the turbo’s RPMs
increase the compressor
will also start to spin faster
• An increase in compressor
RPMs will result in an
increase in the Upper Deck
manifold pressure
• The upper deck manifold
pressure will be regulated to
maintain 36.5” up to about
18,000ft (critical altitude)
 Cruise
• Manifold Pressure set to
30.5 or less (power lever)
• The Slope Controller
maintains upper deck
pressure 4” higher (~34.5”)
than the intake manifold
– Allows for immediate power
response
• No need to wait for turbos
to spool up if additional
power is needed
 Climb to 25,000ft
• Wastegates will be fully closed
above 19,000ft (Critical
Altitude)
• All possible exhaust gas is
directed through the turbos
• As you climb above the critical
altitude intake manifold
pressure will begin to decrease
• Engine should still be able to
maintain 31” MAP and 85%
power at 25,000 ft
 Cold Weather Takeoff
• Pressure in the oil line to the
wastegates may increase more
than normal if the engine oil is not
properly warmed before takeoff
• The wastegate may close
prematurely causing higher
upperdeck pressures than desired
• The pilot should reduce the power
lever until MAP is below 37”
• The pilot should increase throttle
as the oil warms during the climb
 Cold Weather Departure
• If the upperdeck pressure
is allowed to reach too
high of a level (2” to 4”
above max rated) the
over-boost valve will open
reducing the pressure in
the upperdeck
SR22T

LIMITATIONS
 Airspeed Limitations
Speed KIAS Remarks
Vne up to 17,500 MSL 200 (205 G5) Never Exceed
Vne at 25,000 MSL 170 (175 G5) Vne is reduced linearly from 17,500 to
25,000
Vno up to 17,500 MSL 177 (176 G5) Maximum Structural Cruising Speed

Vno at 25,000 MSL 151 (150 G5) Vno is reduced linearly from 17,500 to
25,000
Note: Vno and Vne can be interpolated for altitudes between 17,500 and
25,000. The PFD airspeed tape will change with altitude to reflect the difference
in Vne / Vno
 System Limitations
• Altitude Limits
– Maximum Takeoff Altitude…...………………..10,000 MSL
– Maximum Operating Altitude...........................25,000 MSL

• Flap Limitation
– Do not use flaps above………………..............17,500 MSL

• Environmental Conditions
– Do not operate the aircraft below an outside air temperature of -
40°C

• Do not reduce manifold pressure below 15” when above 18,000 ft MSL
 Critical Altitude
• Critical altitude is defined as the altitude at which the
wastegate is completely closed and as the aircraft
continues to climb, MAP will begin to decrease

• Critical altitude ~19,000 ft

• Aircraft will still be able to maintain 31” MAP and 85%

power at 25,000 ft
SR22T NORMAL OPERATIONS
 Continental Engine Certification
• The engine is certified to 14 CFR 33
(Code of Federal Regulations)
– Extensive requirements for Detonation
– Every approved power setting has a
minimum 12% detonation margin
• What has CMI proven via testing
– Cylinders can survive continuous operation
at hot and high power settings
– Engine parts remain “within service limits”
– The FAA will approve 4X the test period as
TBO
– It is tested in very abusive conditions 103°F
inlet air/240°F oil temp/460°F CHT
– High power LOP may not have adequate
(12%) Detonation Margin
Normal Combustion
 Detonation
• Detonation - Occurs when
combustion of the air/fuel
mixture in the cylinder does
not start off correctly in
response to ignition by the
spark plug, but one or more
pockets of air/fuel mixture
explode outside the
envelope of the normal
combustion front
• If allowed to persist engine
damage is likely
 Detonation
• During engine
certification, with
CHT at 460°F and
manifold Air temp >
120°F (obstructions
on intercoolers)
detonation was
observed at 31.5”
Manifold Pressure
Detonation
 SR22T Leaning Limitations
• Leaning Prohibited if 30.7”
MAP > 30.5”
– Detonation Margin
• Indicate by Green Arc
– Reduced if MAP >
30.7”
– Wide if MAP ≤ 30.7”
 Preflight
• O2 preflight
– O2 quantity, requirements and
duration tables
– Verify O2 flow to each
mask/cannula that will be used

• Pulse Oximeter
– Check saturation levels on the
ground and monitor during flight.
– Adjust O2 flow to maintain
saturation levels above 90%

• Cannulas can not be used above

FL180 as per FAR part 23. Masks
must be worn above FL180. Plan
accordingly.
 Oxygen Considerations
• Do not use cannulas above FL180

• Passengers should be thoroughly briefed on the

use of O2 including:
– Proper use of masks/cannulas and flow regulators
– Recognition and response to hypoxia
– Recognition and response to pilot incapacitation

• If saturation levels decrease below 90%

– Increase to flow of O2
– Increase mask seal around face
– Descend to a lower altitude if saturation level can not
be maintained above 90%
 Normal Start (Cold)
• Used for first start of the
day or when engine (oil
temps or CHTs) have
cooled to ambient air
temperatures
 Hot Weather Tips
• Point the aircraft into
the wind to increase
airflow / cooling
• Open the oil door to
allow hot air to escape
– Be sure to verify
secure/closed before
engine start
 Hot Start SR22T
• Used when engine
temperature is above
ambient air temperature
• No priming required for
hot starts
• Limit starter engagement
to 10 seconds
– Let cool for 20 seconds
 Hot Start
• Liquid fuel may begin to
expand and vaporize in
hot weather conditions
• Clearing the fuel lines of
this vapor will be
necessary prior to starting
 Flooded Start
• Used if engine is
expected to be flooded or
if normal (hot) start was
unsuccessful
• Weak intermittent firing
followed by puffs of black
smoke from the exhaust
stack indicates over-
priming or flooding.
 Taxi
• Leaning during Taxi will
help to reduce the
likelihood of sparkplug
fouling
• Lean to the “X” in Mixture
or until Maximum RPM
rise is achieved
 Run-Up
• Part of the Before Takeoff
Checklist
– Perform as a flow use
checklist to verify
• Magneto Check
– Max Drop 150 RPMs
– Max Differential 75 RPMs
• Check Engine Parameters
– Verify normal indications
 Takeoff
• Full throttle

• Full mixture (for every altitude)

• Boost pump on

• Monitor MP for overboost

– If the MP exceeds 37.0 inches
reduce the throttle below 37.0 inches
of MP
– Due to cooler oil temperatures

• Monitor Fuel Flow (Green Arc)

– Will increase in proportion to
manifold pressure
 Normal Procedures- Rich of Peak (ROP) Climb

• Full Power Climb: Rich

of Peak Technique
– Power Lever – Full
Forward
– Mixture – Maintain
Fuel Flow w/in Green
Arc
– CHT – Maintain below
420° F
• Airspeed 120-130
 Lean of Peak (LOP) Climb
• Cruise Climb: Lean of Peak
Technique
– Power Lever – 30.5” MAP
– Mixture – Cyan Target or less
• FF Target will bias if CHT >
390 or Manifold air inlet temp
increases above 85°F
– CHT – Maintain below 420 ° F
• Airspeed 120-130
• Lean as required to maintain
<420 ° F
– If unable use Full Power
Climb
 Lean Misfire
• Lean Misfire
– Generally
observed/characterized
by sudden engine
roughness
• Typically occurs at air:
fuel ratios > 18.5
(approximately
corresponds to 120°F
LOP)
 Full Power Climb vs. Lean of Peak Climbs
Cruise Altitude (MSL) Fuel Savings LOP (Gallons) Range Increase LOP (NM)
2,000 .4 4
4,000 .7 8
6,000 1 13
8,000 1.4 17
10,000 1.8 23
12,000 2.1 27
14,000 2.5 33
16,000 2.9 38
18,000 3.3 44
20,000 3.6 52
22,000 4.2 59
24,000 4.7 67
25,000 5.1 71
 Full Power Climb vs. Lean of Peak Climb

Consider the following factors when deciding to climb LOP

or ROP

• Workload associated with LOP climbs

– Closely monitor CHT’s
– Adjusting mixture/airspeed for cooling
• Decrease in climb performance
• Significance of fuel savings
• Significance of extra range
 Normal Procedures- Cruise
• Cruise- Power settings will be lean
of peak
– Power Lever – 30.5” MAP or less
– Fuel pump- As required
• Low boost for at least 30 minutes
– Mixture – Cyan target or less
• 50 °-75°F lean of peak TIT
– CHT’s – Maintain below 420 ° F
• IF CHT’s are greater than 420 °F then
lean .5 GPH
– Should result in a 15 °F reduction in
CHT temperature for every .5 GPH
• 390° - 400°F CHT’S TYPICAL
 Boost Pump Operation
• Pressure affects the temperature required to vaporize fuel
– Lower pressure = lower vaporization temperature
• Low boost provides extra pressure to keep fuel from
vaporizing at high altitude
• High boost may be necessary above FL180 with warm or hot
fuel if vapor lock is present
• Vapor lock can be recognized in flight by:
– Fluctuations in normal fuel flow
– Rising EGTs and TIT coupled with falling fuel flow
– Rising CHTs
 Maneuvering
• Boost Pump On for any
maneuvering
– Flight training maneuvers,
chandelles, stalls, etc.
• Mixture set as required
– Normally full rich
 Descent
• Power Lever – As Required
• Mixture – Cyan Target or
less
• CHT – Maintain in green arc
(above 240° F)
• Avoid Prolonged idle
settings
• Rapid Descent
– Power lever - Smoothly
reduce MAP 18 to 20”
 Before Landing
• Mixture (SR20)
– Set Full Rich
• Ensures for maximum power in
case of a go around
• Mixture (SR22)
– Lean to a setting that will result
in placarded fuel flows if throttle
is advanced to wide open
– Below 4,000ft PA Full Rich

• Boost Pump ON
 Taxi
• Leaning during Taxi will
help to reduce the
likelihood of sparkplug
fouling
• Lean to the “X” in Mixture
or until Maximum RPM
rise is achieved
SR22T Operations

REVIEW
 True or False?

• Leaning the engine will cause the CHT’s to rise when

operating lean of peak.
 Scenario
During a lean of peak climb while climbing at 120 KIAS the
CHT’s exceed 420° F

– What is the appropriate response?

– What if that does not work?

– What if that does not work?

 Scenario
After setting cruise power at 85% (2500RPM / 30.5” MP
and 18.3 GPH) the CHT’s remain at 420° F.

– What is the appropriate action?

Specific to Turbo Operations
Emergency Procedures
 Scenario
• While cruising at 17,000ft you notice a sudden loss of
manifold pressure.

– What do you do now?

 Unexpected Loss of Manifold Pressure
Four Most Probable Causes
1. Leak in the induction system
• Behaves like a normally aspirated airplane
2. Leak in the exhaust system
• Possible fire hazard
3. Loss of oil pressure to wastegate actuator
• Due to general loss of engine oil
4. Failure of internal component in
turbocharger
• May be accompanied by loss of oil
pressure
 Unexpected Loss of Manifold Pressure
Emergency Procedure:
1. Power- Adjust to minimum required
2. Mixture-Adjust for EGT’s between 1300 ° to 1400 °F
3. Descend to Minimum Safe Altitude from which a landing may
be safely accomplished
4. Divert to nearest suitable airfield
5. Radio-121.5 advise ATC
6. Oil Pressure-Monitor
7. Land as soon as possible
Questions?
Data Review
Starter engagement up to 30 seconds observed, Continental and POH limit is
10 seconds with 20 second “cool-down” between tries .
Operation near peak EGT: 30.2”MP with 19.3 GPH FF, more normal FF
would be around 18 GPH at this MP. This was seen on a couple flights.
Excessive time used in transitioning
from ROP to LOP, sometimes this
exceeds 1 minute. This results in the
engine running near peak EGT for
longer than necessary. Using the LOP
target and more quickly moving the
mixture to the LOP target will result in
less time at peak EGT.
Climbing LOP in the pattern then immediately
reducing power