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From: cwfmd@yahoo.com
Subject: Leaning for High Density Altitude takeoff and any climb
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WRT turbocharged takeoffs (not normally aspirated as discussed in this thre=
ad)
=A0
Please be cautious about changing from manfacturer's recommendations, espec=
ially under high power, TurboCharged,=A0TAKEOFF, extreme conditions (high t=
emp/desnsity altitude- if u hear that on ASOS-think! ). I am pretty sure we=
 lost a friend in 1993, who used to set up his multi-engine Duke for =A0tak=
eoff below the recommended specs to "save wear on the engines" and "save ga=
s".
=A0
=A0It is often the case that our limited gauges, enhanced as they are, may =
not tell us about hot spots or short term thermodynamic issues. We might be=
 amazed at how much faster an undectected condition can cook engine parts, =
well below the speed, temporal, or spatial resolution and=A0coverage of you=
r best sensors.
=A0
Full Rich for takeoff is usually for cooling=A0rather than=A0for power cons=
iderations. Takeoff is one of the highest heat stress conditions: Less cool=
ing air from zero to=A0Vr and in climb and I suspect. the highest temperatu=
re change of the flight- it's still "warming up".
=A0
It's good to know as much as we can through these kinds of discussions, but=
 without hard evidence and lengthy experience, our safety record indicates =
we should be very very careful about takeoff ops including:=20
-draining the sumps,
-=A0thorough preflight,=20
-careful runup checks,=20
-try both tanks during taxi,,
-low threshold of decision to return to the ramp for a spark plug check,=20
-brief your aborted takeoff procedure on runway,=20
=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 landing straig=
ht ahead?=A0=A0 (1.5 x takeoff distance is a good rule of thumb for V1)
=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=
=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0off road ops or=A0through the fence?
=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=
=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=
=A0 =A0or on the highway?
It's never perfect but these can always be reviewed and greatly reduce the =
bad odds.
=A0
Try playing a game: how close did you hit the predicted takeoff distance?
=A0=A0=A0=A0 .
=A0=A0=A0=A0 a. My estimte gets a little closer each time=A0with practice.=
=A0 Here's my data:)
=A0=A0=A0=A0 b. I did not notice or record where we lifted off
=A0=A0=A0=A0 c. I did not have time to do that calculation.=A0=A0=A0=A0=A0=
=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=
=A0 see =A091.103(b)
=A0=A0=A0=A0 d. How do you do that calculation?=A0=A0=A0=A0=A0=A0=A0=A0=A0=
=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=
=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 =A0see =A091.13
=A0
Y'all be careful out there!
Bill
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<table cellspacing=3D"0" cellpadding=3D"0" border=3D"0" ><tr><td valign=3D"=
top" style=3D"font: inherit;"><DIV id=3Dyiv1411903954>
<TABLE id=3Dyiv1411903954bodyDrftID class=3Dyiv1411903954 border=3D0 cellSp=
acing=3D0 cellPadding=3D0>
<TBODY>
<TR>
<TD style=3D"FONT-FAMILY: arial; FONT-SIZE: 10pt" id=3Dyiv1411903954drftMsg=
Content>
<DIV>WRT turbocharged takeoffs (not normally aspirated as discussed in this=
 thread)</DIV>
<DIV>&nbsp;</DIV>
<DIV>Please be cautious about changing from manfacturer's recommendations, =
especially under high power, TurboCharged,&nbsp;TAKEOFF, extreme conditions=
 (high temp/desnsity altitude- if u hear that on ASOS-think! ). I am pretty=
 sure we lost a friend in 1993, who used to set up his multi-engine Duke fo=
r &nbsp;takeoff below the recommended specs to "save wear on the engines" a=
nd "save gas".</DIV>
<DIV>&nbsp;</DIV>
<DIV>&nbsp;It is often the case that our limited gauges, enhanced as they a=
re, may not tell us about hot spots or short term thermodynamic issues. We =
might be amazed at how much faster an undectected condition can cook engine=
 parts, well below the speed, temporal, or spatial resolution and&nbsp;cove=
rage of your best sensors.</DIV>
<DIV>&nbsp;</DIV>
<DIV>Full Rich for takeoff is usually for cooling&nbsp;rather than&nbsp;for=
 power considerations. Takeoff is one of the highest heat stress conditions=
: Less cooling air from zero to&nbsp;Vr and in climb and I suspect. the hig=
hest temperature change of the flight- it's still "warming up".</DIV>
<DIV>&nbsp;</DIV>
<DIV>It's good to know as much as we can through these kinds of discussions=
, but without hard evidence and lengthy experience, our safety record indic=
ates we should be very very careful about takeoff ops including: </DIV>
<DIV>-draining the sumps,</DIV>
<DIV>-&nbsp;thorough preflight, </DIV>
<DIV>-careful runup checks, </DIV>
<DIV>-try both tanks during taxi,,</DIV>
<DIV>-low threshold of decision to return to the ramp for a spark plug chec=
k, </DIV>
<DIV>-brief your aborted takeoff procedure on runway, </DIV>
<DIV>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbs=
p;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; landing straight ahead?&=
nbsp;&nbsp; (1.5 x takeoff distance is a good rule of thumb for V1)</DIV>
<DIV>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbs=
p;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&=
nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;off =
road ops or&nbsp;through the fence?</DIV>
<DIV>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbs=
p;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&=
nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbs=
p;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&=
nbsp;&nbsp; &nbsp;or on the highway?</DIV>
<DIV>It's never perfect but these can always be reviewed and greatly reduce=
 the bad odds.</DIV>
<DIV>&nbsp;</DIV>
<DIV>Try playing a game: how close did you hit the predicted takeoff distan=
ce?</DIV>
<DIV>&nbsp;&nbsp;&nbsp;&nbsp; .</DIV>
<DIV>&nbsp;&nbsp;&nbsp;&nbsp; a. My estimte gets a little closer each time&=
nbsp;with practice.&nbsp; Here's my data:)</DIV>
<DIV>&nbsp;&nbsp;&nbsp;&nbsp; b. I did not notice or record where we lifted=
 off</DIV>
<DIV>&nbsp;&nbsp;&nbsp;&nbsp; c. I did not have time to do that calculation=
.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&n=
bsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp=
;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; see &nbsp;91.103(b)</DIV>
<DIV>&nbsp;&nbsp;&nbsp;&nbsp; d. How do you do that calculation?&nbsp;&nbsp=
;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&n=
bsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp=
;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&n=
bsp;&nbsp;&nbsp;&nbsp;&nbsp; &nbsp;see &nbsp;91.13</DIV>
<DIV>&nbsp;</DIV>
<DIV>Y'all be careful out there!</DIV>
<DIV>Bill</DIV></TD></TR></TBODY></TABLE></DIV></td></tr></table>
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