X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 18 Oct 2012 12:41:09 -0400 Message-ID: X-Original-Return-Path: Received: from nm19-vm1.bullet.mail.ne1.yahoo.com ([98.138.91.56] verified) by logan.com (CommuniGate Pro SMTP 6.0c2) with ESMTPS id 5830338 for lml@lancaironline.net; Wed, 17 Oct 2012 18:12:34 -0400 Received-SPF: none receiver=logan.com; client-ip=98.138.91.56; envelope-from=mcmess1919@yahoo.com Received: from [98.138.90.55] by nm19.bullet.mail.ne1.yahoo.com with NNFMP; 17 Oct 2012 22:11:59 -0000 Received: from [98.138.84.40] by tm8.bullet.mail.ne1.yahoo.com with NNFMP; 17 Oct 2012 22:11:59 -0000 Received: from [127.0.0.1] by smtp108.mail.ne1.yahoo.com with NNFMP; 17 Oct 2012 22:11:59 -0000 X-Yahoo-Newman-Id: 88630.35061.bm@smtp108.mail.ne1.yahoo.com X-Yahoo-Newman-Property: ymail-3 X-YMail-OSG: b8QWb7IVM1kyHCSrc8Xooz.NkZEj7.eq4ZaDUCxwy6PdhWc R7qcSIxBnW6yOK_.gXokjzjsEsV2zMKCy5l12xIKwHenM_v5SPT0sFYhBiWU DOYuGKSFmw9HFPpOthe6dJMkViD_0K6kiEvBeJmCDHPFUu8hZ21SevJEy6aX eXDXIiT75EmbNCore1LDseH.Fxbfs0Q9KF54i6cCejs5c.K5v9LjQsfOKdOs C29aJhvmPz5ys8cS5skcFxYRYOiiln8eZcPmJJSYiLn1_y84WbCZUHysDdnZ 1e.lh4gS6zYl.SlMwLibZgD3JI._AcoC4NDWsJNau1F24OSXr4Xdvj8Ik7KF xC3zkmpajuFzIc8B5RER1uppG5EjI1jrEESXsNMzmwVrLNLCfzej2uzmuTZI r3YbuxijKoozY93X0u90tkTpd3fzW8tB28YubMsJ5l_eCJHSwBPuDgYsXjvd _1JyLRq7vEZnbaBHWed_FBqWysVUvukOs6odk5TSO3KBAYMDxJHVwBznWYA5 YWFH_83zfxTIeLBJroIORnEaYRYD3 X-Yahoo-SMTP: rK4i7HqswBC7mDE8.sOiWQeO4CeReXc- Received: from StevePC (mcmess1919@24.28.81.128 with login) by smtp108.mail.ne1.yahoo.com with SMTP; 17 Oct 2012 15:11:59 -0700 PDT From: "Steve Colwell" X-Original-To: "'Lancair Mailing List'" Subject: Leaning for High Density Altitude takeoff and any climb X-Original-Date: Wed, 17 Oct 2012 17:12:01 -0500 X-Original-Message-ID: <003801cdacb4$6f2ad060$4d807120$@com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0039_01CDAC8A.8654C860" X-Mailer: Microsoft Office Outlook 12.0 Thread-Index: Ac2stG5sZ+yNNEwnQ5O56uDz9xxKDw== Content-Language: en-us This is a multi-part message in MIME format. ------=_NextPart_000_0039_01CDAC8A.8654C860 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit "When departing Sedona a few weeks ago, I leaned the mixture for takeoff at Sedona's 5000' elevation. By the time I glanced at my engine gauges 60 seconds after takeoff, the CHTs were 460deg! I went to full rich and reduced power and the temperatures came down within a minute or so. Bottom line: run ROP or LOP but never at peak EGT. And yes, I'll be doing an oil analysis at my next oil change. " Adam, The Advanced Pilot Course teaches a procedure for takeoff and climb that really works well. First, make sure your fuel flow is 30 gph on takeoff for a stock IO550N (typical Legacy engine) at a near sea level airport and close to a standard day. APC says this is important for detonation suppression. Next, check the EGT of the hottest cylinder about 500' agl. This is the temp on that cylinder that you will lean to in the climb. Then, at about 3000' density altitude (and all during the climb) keep leaning to maintain the EGT on the hottest cylinder you referenced at 500' on the test day. (Ours is 1300 degrees) The ref. EGT will provide a comfortable detonation margin, maintain good power, keep plugs clean and save fuel all the way up to cruising altitude. At cruise above 8000' density altitude, level off, allow the plane to accelerate for a minute or so, reduce rpm to cruise and go lean of peak. We have been flying with this procedure for 300 hours or so. Cyl. Head and Oil temps are not a problem, works as advertised. A plug for Advanced Pilot Course. http://www.advancedpilot.com/ I learned and understood more about engine operation in 2.5 days than I thought possible. They answer most questions before they are asked and explain the documentation to back up what they are saying. Steve Colwell Legacy IO550N ------=_NextPart_000_0039_01CDAC8A.8654C860 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

“When = departing Sedona a few weeks ago, I leaned the mixture for takeoff at = Sedona’s 5000’ elevation. By the time I glanced at my engine = gauges 60 seconds after takeoff, the CHTs were 460deg! I went to full = rich and reduced power and the temperatures came down within a minute or = so. Bottom line: run ROP or LOP but never at peak EGT. And yes, = I’ll be doing an oil analysis at my next oil change. = “

 

Ad= am,

 

Th= e Advanced Pilot Course teaches a procedure for takeoff and climb that = really works well.

 

Fi= rst, make sure your fuel flow is 30 gph on takeoff for a stock IO550N = (typical Legacy engine) at a near sea level airport and close to a = standard day.  APC says this is important for detonation = suppression. Next, check the EGT of the hottest cylinder about = 500’ agl.  This is the temp on that cylinder that you will = lean to in the climb.

 

Th= en, at about 3000’ density altitude (and all during the climb) = keep leaning to maintain the EGT on the hottest cylinder you referenced = at 500’ on the test day.  (Ours is 1300 degrees)  The = ref. EGT will provide a comfortable detonation margin, maintain good = power, keep plugs clean and save fuel all the way up to cruising = altitude.

 

At= cruise above 8000’ density altitude, level off, allow the plane = to accelerate for a minute or so, reduce rpm to cruise and go lean of = peak.

 

We= have been flying with this procedure for 300 hours or so.  Cyl. = Head and Oil temps are not a problem, works as advertised. =  

 

A = plug for Advanced Pilot Course.  = http://www.advancedpilot.com/  I learned and understood more about = engine operation in 2.5 days than I thought possible.  They answer = most questions before they are asked and explain the documentation to = back up what they are saying. 

 

St= eve Colwell  Legacy  IO550N

 

 

 =

------=_NextPart_000_0039_01CDAC8A.8654C860--