X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 18 Oct 2012 14:01:40 -0400 Message-ID: X-Original-Return-Path: Received: from elasmtp-spurfowl.atl.sa.earthlink.net ([209.86.89.66] verified) by logan.com (CommuniGate Pro SMTP 6.0c2) with ESMTP id 5831601 for lml@lancaironline.net; Thu, 18 Oct 2012 13:31:43 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.66; envelope-from=colyncase@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=CxT3M833J9EGx6D2M/GOSHlmW0nb/56NGIgEj3Y2sSSMf9kvguMlNskyo6jouKFb; h=Received:From:Mime-Version:Content-Type:Subject:Date:In-Reply-To:To:References:Message-Id:X-Mailer:X-ELNK-Trace:X-Originating-IP; Received: from [64.223.111.6] (helo=[192.168.1.24]) by elasmtp-spurfowl.atl.sa.earthlink.net with esmtpa (Exim 4.67) (envelope-from ) id 1TOtw3-0001Df-7X for lml@lancaironline.net; Thu, 18 Oct 2012 13:31:07 -0400 From: Colyn Case Mime-Version: 1.0 (Apple Message framework v1084) Content-Type: multipart/alternative; boundary=Apple-Mail-198-759601035 Subject: Re: [LML] Leaning for High Density Altitude takeoff and any climb X-Original-Date: Thu, 18 Oct 2012 13:31:11 -0400 In-Reply-To: X-Original-To: "Lancair Mailing List" References: X-Original-Message-Id: X-Mailer: Apple Mail (2.1084) X-ELNK-Trace: 63d5d3452847f8b1d6dd28457998182d7e972de0d01da9409cd0f603d1249cb38acf25ce1788bfe7350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 64.223.111.6 --Apple-Mail-198-759601035 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=windows-1252 I'll second the APS (Advanced Pilot Seminars) recommendation. I went to learn LOP but came out with a lot of other information = including: how easy it is to destroy a turbo-charged engine, things I = would have done differently with my engine installation. Colyn On Oct 18, 2012, at 12:41 PM, Steve Colwell wrote: =93When departing Sedona a few weeks ago, I leaned the mixture for = takeoff at Sedona=92s 5000=92 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=92ll be doing an oil analysis at my next oil change. =93 =20 Adam, =20 The Advanced Pilot Course teaches a procedure for takeoff and climb that = really works well. =20 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=92 agl. This is = the temp on that cylinder that you will lean to in the climb. =20 Then, at about 3000=92 density altitude (and all during the climb) keep = leaning to maintain the EGT on the hottest cylinder you referenced at = 500=92 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. =20 At cruise above 8000=92 density altitude, level off, allow the plane to = accelerate for a minute or so, reduce rpm to cruise and go lean of peak. =20 We have been flying with this procedure for 300 hours or so. Cyl. Head = and Oil temps are not a problem, works as advertised. =20 =20 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.=20 =20 Steve Colwell Legacy IO550N =20 =20 =20 --Apple-Mail-198-759601035 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=windows-1252 I'll second the APS (Advanced Pilot Seminars) = recommendation.
I went to learn LOP but came out with a lot of other = information including: how easy it is to destroy a turbo-charged engine, = things I would have done differently with my engine = installation.

Colyn

On = Oct 18, 2012, at 12:41 PM, Steve Colwell wrote:

=93When departing Sedona a few = weeks ago, I leaned the mixture for takeoff at Sedona=92s 5000=92 = 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=92ll be doing an oil analysis = at my next oil change. =93
 
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=92 agl.  This is the temp on = that cylinder that you will lean to in the = climb.
Then, at about = 3000=92 density altitude (and all during the climb) keep leaning to = maintain the EGT on the hottest cylinder you referenced at 500=92 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=92 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