X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sat, 31 Oct 2009 17:17:28 -0400 Message-ID: X-Original-Return-Path: Received: from mail-ew0-f213.google.com ([209.85.219.213] verified) by logan.com (CommuniGate Pro SMTP 5.2.16) with ESMTP id 3906158 for lml@lancaironline.net; Fri, 30 Oct 2009 14:44:43 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.219.213; envelope-from=keith.smith@gmail.com Received: by ewy9 with SMTP id 9so3352776ewy.1 for ; Fri, 30 Oct 2009 11:44:07 -0700 (PDT) DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=mime-version:date:message-id:subject:from:to:content-type; b=Q70UEDnA9Cx+gVYA+tH9XXny37jMgc3Veg3BeMQCv11701AW2skpXYL6EuMHNerNha 7cAJTXNAEVuFl1Nx5sPJPNXy1bjWXCEyJs0s3SXWsUcsabBsnySTIyTibpf7v6nBnkkx B81/08h1af17jflMCwqmaaKr2E9oZSfjgMF0c= MIME-Version: 1.0 Received: by 10.103.81.21 with SMTP id i21mr782430mul.57.1256928247229; Fri, 30 Oct 2009 11:44:07 -0700 (PDT) X-Original-Date: Fri, 30 Oct 2009 14:44:07 -0400 X-Original-Message-ID: <705847490910301144w410b1bc7r3d54a97c0230ac35@mail.gmail.com> Subject: LOP operations with O-360 From: Keith Smith X-Original-To: Lancair Mailing List Content-Type: multipart/alternative; boundary=0016e6587368af2ede04772b696b --0016e6587368af2ede04772b696b Content-Type: text/plain; charset=ISO-8859-1 So, after reading John Deakin's articles upwards of 5 times, I'd been itching to try lean of peak operations, but figured it was out of the question without fuel injection, and quite possibly balanced injectors at that. I then came across an update saying that someone had quite a bit of luck with non-injected engine using carb heat, which supposedly helped vaporize the fuel prior to entering the cylinders. So, up I went today. Being cautious of the rough transition zone, I pulled through it pretty aggressively once it started happening, a little too far, evidently, because the engine gave up. I figured that might happen, but also figured the restart would be uneventful, consisting of no more than gently pushing the mixture in until it fired again). My EGT's were around 1450 and the engine smooth as silk. Hmmm...had I pushed too far, back over to ROP? It didn't feel like that was possible, I'd barely inched the mixture forward. Fuel flow was around 9.5. That would be normal for being up at 9/10k, but not down here at 4k, with wide open throttle. Then I saw the CHT's. Oh baby. 320! Just to confirm, I edged the mixture in a tiny bit more, and sure enough, the EGT's crept up 20degs. That confirmed, I was on the lean side ever since the restart. Later on, I killed the carb heat, and while I could feel a TINY different in vibration, it was not significant. Holy cow, it seems to run perfectly happily on the lean side, with an O-360! Who knew?? With that VERY informal test out of the way, I will now become well-versed with the lean finder mode on the engine monitor...today's flight was just to find out if I should bother digging deeper. For a 60-80deg drop in CHT's, and 9.5gph instead of 12gph (down low, least), I'll take it! I'm posting this for those that are interested in LOP, but haven't tried it with non-injected power plants. Keith N360JH --0016e6587368af2ede04772b696b Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable So, after reading John Deakin's articles upwards of 5 times, I'd be= en itching to try lean of peak operations, but figured it was out of the qu= estion without fuel injection, and quite possibly balanced injectors at tha= t.

I then came across an update saying that someone had quite a bit of luc= k with non-injected engine using carb heat, which supposedly helped vaporiz= e the fuel prior to entering the cylinders.

So, up I went today. Bei= ng cautious of the rough transition zone, I pulled through it pretty aggres= sively once it started happening, a little too far, evidently, because the = engine gave up.=A0 I figured that might happen, but also figured the restar= t would be uneventful, consisting of no more than gently pushing the mixtur= e in until it fired again).=A0

My EGT's were around 1450 and the engine smooth as silk. Hmmm...had= I pushed too far, back over to ROP?=A0 It didn't feel like that was po= ssible, I'd barely inched the mixture forward.=A0 Fuel flow was around = 9.5.=A0 That would be normal for being up at 9/10k, but not down here at 4k= , with wide open throttle.=A0 Then I saw the CHT's. Oh baby.=A0 320!
Just to confirm, I edged the mixture in a tiny bit more, and sure enoug= h, the EGT's crept up 20degs. That confirmed, I was on the lean side ev= er since the restart.

Later on, I killed the carb heat, and while I = could feel a TINY different in vibration, it was not significant.

Holy cow, it seems to run perfectly happily on the lean side, with an O= -360! Who knew??

With that VERY informal test out of the way, I will= now become well-versed with the lean finder mode on the engine monitor...t= oday's flight was just to find out if I should bother digging deeper.= =A0 For a 60-80deg drop in CHT's, and 9.5gph instead of 12gph (down low= , least), I'll take it!=A0

I'm posting this for those that are interested in LOP, but haven= 9;t tried it with non-injected power plants.

Keith
N360JH
--0016e6587368af2ede04772b696b--