X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [66.174.76.205] (account marv@lancaironline.net) by logan.com (CommuniGate Pro WebUser 4.3.6) with HTTP id 1051267 for lml@lancaironline.net; Sat, 09 Jul 2005 09:28:42 -0400 From: "Marvin Kaye" Subject: Re: [LML] Turbo Loss Consequences To: lml X-Mailer: CommuniGate Pro WebUser Interface v.4.3.6 Date: Sat, 09 Jul 2005 09:28:42 -0400 Message-ID: In-Reply-To: References: MIME-Version: 1.0 Content-Type: text/plain; charset="windows-1252"; format="flowed" Content-Transfer-Encoding: 8bit Posted for "George Braly" : I think you would want to be as far off of peak TIT as possible, but doing that ROP introduces the possibility that the exhaust would then “burn” again when it left the crack in the exhaust plumbing. So, doing it LOP would be nominally “better”. But the lower power settings alone almost guarantee modest temps. The MORE important issue is the lower the pressure in the exhaust system so that you don’t “squirt” the exhaust out of the leak at high velocity. Also, if you are flying a twin engine airplane, I suggest that you just feather the engine if there is any unexplained loss of manifold pressure. Trouble shoot the engine on the ground. Regards, George PS. One other issue. If you land, make sure you do not do a “go around”. For some reason, pilots appear to try to do go-arounds during approaches with exhaust leaks/engine compartment fires. That is always a prescription for disaster. I can think of two ugly crashes that could have had good outcomes - - except for an ill-advised effort to do a go around in a single engine airplane with smoke coming out of the engine compartment.