From: "Marvin Kaye" <marv@lancaironline.net>
Subject: Re: Idle power descent?
To: lml
Date: Fri, 06 Jan 2006 20:52:40 -0500
Message-ID: <web-916098@logan.com>
In-Reply-To: <E1EurjE-0004E6-Ce@smtpauth06.mail.atl.earthlink.net>
References: <E1EurjE-0004E6-Ce@smtpauth06.mail.atl.earthlink.net>
MIME-Version: 1.0
Content-Type: text/plain; charset="windows-1250"; format="flowed"
Content-Transfer-Encoding: 8bit

Posted for "Jim Nordin" <panelmaker@earthlink.net>:

  
  You know Lorn, sorry I don't know the answers to your questions. And the
  comment by the 421 vendor is interesting too ... but I suspect they had no
  more empirical data than anyone else since it hadn't been done but were
  trying to impart "practical ideas" on how to preserve your machinery. Where
  the 20-50 hour numbers of engine life came from is anybody's guess. Did
  anybody ask for the data that supported that claim? I doubt it .. but rather
  buyers took it from the vendor as friendly advice that likely couldn't hurt.
  Airplane sellers after all want to impart some semblance of knowledge and a
  friendly bit of advice would hopefully bring trust and allegiance from the
  customer.
  
  Prop driving engine. I have no idea. But in the early life of the engine
  when breaking the cylinder walls in, I'm almost certain the correct method
  is to "seat" the rings with power applied. After "seating" is established, I
  wonder if there is any harm can come from the prop driving the engine short
  term, as in letdown or on final. I guess Lyc and Cont must have performed
  those tests to TBO and found that to be true. I'm impressed they would do
  that.
  
  Backfiring? I think that's not abnormal for some engine types. I know Lon
  Kelley's L-ES and many similarly powered Bonanzas make a lot of noise on
  final.
  
  
  Jim