X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 21 Aug 2011 14:09:47 -0400 Message-ID: X-Original-Return-Path: Received: from smtp124.dfw.emailsrvr.com ([67.192.241.124] verified) by logan.com (CommuniGate Pro SMTP 5.4.1) with ESMTPS id 5097859 for lml@lancaironline.net; Fri, 19 Aug 2011 17:32:29 -0400 Received-SPF: none receiver=logan.com; client-ip=67.192.241.124; envelope-from=walter@advancedpilot.com Received: from localhost (localhost.localdomain [127.0.0.1]) by smtp2.relay.dfw1a.emailsrvr.com (SMTP Server) with ESMTP id 7156A780F4 for ; Fri, 19 Aug 2011 17:31:54 -0400 (EDT) X-Virus-Scanned: OK Received: by smtp2.relay.dfw1a.emailsrvr.com (Authenticated sender: walter-AT-advancedpilot.com) with ESMTPSA id 2B899780EF for ; Fri, 19 Aug 2011 17:31:54 -0400 (EDT) From: Walter Atkinson Mime-Version: 1.0 (Apple Message framework v1084) Content-Type: multipart/alternative; boundary=Apple-Mail-3-474864218 Subject: Re: [LML] Re: How do I run lean of peak? X-Original-Date: Fri, 19 Aug 2011 15:31:53 -0600 In-Reply-To: X-Original-To: "Lancair Mailing List" References: X-Original-Message-Id: <2FE96BA1-6409-4C71-B3DE-C03003853E53@advancedpilot.com> X-Mailer: Apple Mail (2.1084) --Apple-Mail-3-474864218 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=us-ascii Don: The reality with the Mailbu was that pilots ran it ROP, where it was = PROHIBITED from being run according to the POH. Those who ran the = engine LOP as recommended had, and still have, excellent service. Walter On Aug 18, 2011, at 12:23 PM, Don Karich wrote: my experience with lean of peak operations began with my Malibu. Malibu = had poor experience with engine cylinders going bad at low times in fact = they initially swiched from lycoming to continental for this and other = problems. They found that pilots were sloppy about determining lean of = peak and toasting jugs. There answer for this was a large temp well = marked guage to very carefully, slowly make accurated temp changes and = conservatively adj mixture. Our first io550 went to 2060 hours without = topping. It was rebuilt (no factory reman) and also went the limit. = lesson is to treat engine like a friend. Now I have a legacy and have a = IO 540 with gami's fine tuned to very high standards by Ron Munson. = Engine was balanced, and flowed for evenness and preforms magnificienly, = smooth, consistent with no problems. Now- I am not able to go lean of = peak at all. in fact i usually run 70 degrees rich (although runs = smoothly and happily at 50 ROP) and of course pay for it at the pump. = If I try going lean, the engine runs so rough its scarry. Also at hi = power settings I can detect possible detonation. Hopefully this will = bae a 2000hour engine someday. Exhaust and plugs both show a nice brown = color so not too rich. Just my observations. N42DK .=20 On Thu, Aug 18, 2011 at 7:32 AM, Walter Atkinson = wrote: Colin: The course is found at the advancedpilot.com website. It is not = presented by GAMI, but by Advanced Pilot Seminars. Thank you for your referral and recommendation. Walter Atkinson Advanced Pilot Seminars On Aug 18, 2011, at 5:41 AM, Colyn Case wrote: goto gami website and take the course. Besides learning how not to = blow up your engine by running "not rich enough" and "not lean enough" = you'll learn a bunch of information that may well save your butt in = other situations. Costs less than a jug. =20 On Aug 17, 2011, at 7:43 AM, Dico Reijers wrote: > Hi All, >=20 > I am new to LOP operations and am looking for some help. I spoke with = some IV-P owners in oshkosh about this and just wanted to get some more = info and clarification. >=20 > I understand that i should run ROP until altitude, then i can run LOP. = The CHTs are supposed to be 390 or less and the TIT 1650 or less. So = since i have not made the "big pull" before, i would like to know how = exactly is the best way. Do i set the cruise power, say 30" and = 2500rpm, then slowly turn out the mixture... Watch the temps rise ( how = hot does it get before it starts to go down again?) and then keep = leaning until i get the TIT back to 1650 and CHT to 380ish or below? = How fast should the leaning happen? I understand i dont want to get the = chts and tits really hot, so i presume i should be leaning relatively = quickly (half a mixture turn per second?) >=20 > Has someone ever made a little video with their point and shoot camera = of this process while up in the air? This would be handy for someone = new to running LOP. >=20 > Thanks all, >=20 > Dico >=20 > --=20 > Regards, >=20 > Dico Reijers >=20 > InternetWorks Ltd. > 300 University Avenue > Charlottetown > PE, C1A 4M4 >=20 > 902-892-4671 (T) > 888-368-9484 (F) >=20 > www.internetworks.ca > www.apartmentspei.com --Apple-Mail-3-474864218 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=us-ascii my experience with = lean of peak operations began with my Malibu. Malibu had poor experience = with engine cylinders going bad at low times in fact they initially = swiched from lycoming to continental for this and other problems. They = found that pilots were sloppy about determining lean of peak and = toasting jugs. There answer for this was a large temp well marked guage = to very carefully, slowly make accurated temp changes and conservatively = adj mixture. Our first io550 went to 2060 hours without topping. It was = rebuilt (no factory reman) and also went the limit. lesson is to treat = engine like a friend.  Now I have a legacy and have a IO 540 with = gami's fine tuned to very high standards by Ron Munson. Engine was = balanced, and flowed for evenness and preforms magnificienly, smooth, = consistent with no problems.   Now- I am not able to go lean = of peak at all. in fact i usually run 70 degrees rich (although runs = smoothly and happily at 50 ROP) and of course pay for it at the = pump.  If I try going lean, the engine runs so rough its scarry. = Also at hi power settings  I can detect possible detonation. = Hopefully this will bae a 2000hour engine someday. Exhaust and plugs = both show a nice brown color so not too rich.  Just my = observations. N42DK
.
On Thu, Aug 18, 2011 at 7:32 AM, Walter = Atkinson <walter@advancedpilot.com><= /span> wrote:
Colin:=20

The course is found at the advancedpilot.com website.  It is not = presented by GAMI, but by Advanced Pilot Seminars.

Thank you for your referral and recommendation.

Walter Atkinson
Advanced Pilot Seminars



On Aug 18, 2011, at 5:41 AM, Colyn Case wrote:

goto gami website and take the = course.     Besides learning how not to blow up your engine by = running "not rich enough" and "not lean enough" you'll learn a bunch of = information that may well save your butt in other situations.   =  Costs less than a jug.    =20


On Aug 17, 2011, at 7:43 AM, Dico Reijers wrote:

Hi All,

I am new to LOP operations and = am looking for some help.  I spoke with some IV-P owners in oshkosh = about this and just wanted to get some more info and = clarification.

I understand that i should run ROP until altitude, = then i can run LOP. The CHTs are supposed to be 390 or less and the TIT = 1650 or less. So since i have not made the "big pull" before, i would = like to know how exactly is the best way.  Do i set the cruise = power, say 30" and 2500rpm, then slowly turn out the mixture... Watch = the temps rise ( how hot does it get before it starts to go down again?) = and then keep leaning until i get the TIT back to 1650 and CHT to 380ish = or below?  How fast should the leaning happen? I understand i dont = want to get the chts and tits really hot, so i presume i should be = leaning relatively quickly (half a mixture turn per second?)

Has someone ever made a little video with their point and shoot = camera of this process while up in the air?  This would be handy = for someone new to running LOP.

Thanks all,

Dico

-- =
Regards,

Dico Reijers

InternetWorks Ltd.
300 University = Avenue
Charlottetown
PE, C1A 4M4

902-892-4671 (T)
888-368-9484 (F)

www.internetworks.ca
www.apartmentspei.com




= --Apple-Mail-3-474864218--