Today's Message Index:
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1. 02:23 AM - Re: ROP versus LOP...might be off-topic for some (Michael Gibbs)
2. 03:23 AM - Re: ROP versus LOP...might be off-topic for some (Lynn Matteson)
3. 04:57 AM - Re: ROP versus LOP...might be off-topic for some (Paul Franz - Merlin GT)
4. 05:44 AM - Green Bay area Kitfox's (A H)
5. 01:32 PM - 582 rotax in Wyoming? (steve shinabery)
6. 09:56 PM - Microair M760 radios (Brian Leach)
7. 10:15 PM - Re: ROP versus LOP...might be off-topic for some (Michael Gibbs)
8. 10:54 PM - Re: 582 rotax in Wyoming? (Guy Buchanan)
Message 1
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| Subject: | Re: ROP versus LOP...might be off-topic for some |
Lynn,
Aviation is loaded with myth and wives tales about LOP operations.
If you'd like to learn the straight scoop from some folks that have
been studying the issue intensely for years now, check out
<http://www.gami.com/>, particularly the articles
<http://www.gami.com/articles/articles.php>.
These guys have reams of data from some of the most
heavily-instrumented engines on the planet and they are firm
believers in LOP operation.
Mike G.
Kitfox IV-1200 Speedster
Phoenix, AZ
Message 2
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| Subject: | Re: ROP versus LOP...might be off-topic for some |
Thanks for the links, Mike...and speaking of "reams", I just went to
the Deakin article that Deke mentioned, and it's gonna take a ream of
paper to print THAT one, but I will.
In fact, it was a local lady pilot that was telling me about the GAMI
folks and how she had just got done running some LOP tests in her
CH801. When she told me about leaning beyond peak EGT, and the temps
went DOWN, I was shocked. First off, that a woman would know about
this "magic" before I did, and second, that it would work at all.
Sorry about being sexist, ladies, but I guess old habits die hard.
Damn, I really DID spend too much time as a photographer, and let my
motor skills snooze.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 737.3 hrs
Sensenich 62"x46" Wood prop
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: flying
do not archive
On Aug 16, 2009, at 4:59 AM, Michael Gibbs wrote:
> <MichaelGibbs@cox.net>
>
> Lynn,
>
> Aviation is loaded with myth and wives tales about LOP operations.
> If you'd like to learn the straight scoop from some folks that have
> been studying the issue intensely for years now, check out <http://
> www.gami.com/>, particularly the articles <http://www.gami.com/
> articles/articles.php>.
>
> These guys have reams of data from some of the most heavily-
> instrumented engines on the planet and they are firm believers in
> LOP operation.
>
> Mike G.
> Kitfox IV-1200 Speedster
> Phoenix, AZ
>
>
Message 3
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| Subject: | Re: ROP versus LOP...might be off-topic for some |
On Sun, August 16, 2009 1:59 am, Michael Gibbs wrote:
> Aviation is loaded with myth and wives tales about LOP operations.
> If you'd like to learn the straight scoop from some folks that have
> been studying the issue intensely for years now, check out
> <http://www.gami.com/>, particularly the articles
> <http://www.gami.com/articles/articles.php>.
Mikel,
You've found an excellent and very interesting collection of articles. In this
one:
<http://www.gami.com/articles/frugalflyer.php>
They say:
Not all GA engines can run safely LOP. Carbureted engines, for example, lack precise
fuel/air metering systems and typically run rough and lose power LOP. And electronic
engine monitors that show cylinder head and exhaust gas temperatures for every
cylinder are necessary for safe LOP operations. Graphic engine monitors are even
better.
The danger of flying LOP with a single-cylinder CHT or EGT probe is that some
rich-running cylinders could become too hot, damaging internal valves and guides,
and
causing a loss of engine compression that would require a top overhaul.
The problem isnt running too lean, Braly said. The problem is running too rich
without knowing about it.
Bill Middlebrook, president of Penn Yan Aero, a New York company that performs
about
400 engine overhauls annually, said properly equipped engines are operating lean
of
peak safely and reliably. But carbureted engines, and those without engine monitors,
can and are being damaged from pilots running them too lean. Weve never had any
issues with lean-of-peak operations in engines equipped with GAMI injectors and
graphic engine monitors, Middlebrook said. In fact, weve got them on our own
aircraft fleet. But were also seeing burned valves and cylinder damage in carbureted
engines or those with single-point EGTs trying to fly lean of peak. If you dont
have
matched fuel injection nozzles and a six-point engine monitor, you just dont have
enough information for lean-of-peak operations.
--
Paul A. Franz
Registration/Aircraft - N14UW/Merlin GT
Engine/Prop - Rotax 914/NSI CAP
Bellevue WA
425.241.1618 Cell
"The collection of taxes which are not absolutely required, which
do not beyond reasonable doubt contribute to the public welfare, is
only a species of legalized larceny. The wise and correct course to
follow in taxation is not to destroy those who have already secured
success, but to create conditions under which everyone will have a
better chance to be successful."
-- President Calvin Coolidge (1873-1933)
It's passionately interesting for me that the things that I learned in a
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have won the election.
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"Would it not be better to simplify the system of taxation rather
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so many new hands."
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Message 4
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| Subject: | Green Bay area Kitfox's |
Any Kitfox's in the Green Bay=2C WI area? I have a flight into GRB Sunday
night (8/16) and will be in GRB all day Monday. Would love to see your pro
ject or flying bird.
Andy- cell 253-278-3656
N14ND=2C Series 5=2C Under Construction
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Message 5
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| Subject: | 582 rotax in Wyoming? |
To The Kitfox Family...I would like to ask a question....will a rotax
582 in a KF2 will it perform in the out back of Wyoming OK?a gray or
blue head?Thanks Steve Shinabery,N554KF 582 gray head..
Message 6
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| Subject: | Microair M760 radios |
Hi guys
Anybody had problems with a Microair M760 radio? Mine is just two
weeks old from brand new but the red light keeps coming on indicating
that it is transmitting and after the prescribed 45 seconds the light
starts flashing to indicate a stuck PTT. Nothing will stop it doing
this, not even completely disconnecting the PTT switch. Nothing will
work on the radio when it is doing this but after a few minutes it just
comes right for no apparent reason and then works perfectly, until the
next time. It could be fine all day or it could do it again in ten
minutes. The factory says send it back to Australia but that means no
flying for a month or more.
Brian
Message 7
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| Subject: | Re: ROP versus LOP...might be off-topic for some |
>Mikel,
>You've found an excellent and very interesting collection of articles.
My partners and I have GAMInjectors on our Turbo Arrow III, that's
how I became aware of their company and web site.
Mike G.
Kitfox IV-1200 Speedster
Phoenix, AZ
Message 8
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| Subject: | Re: 582 rotax in Wyoming? |
At 01:29 PM 8/16/2009, you wrote:
>To The Kitfox Family...I would like to ask a question....will a
>rotax 582 in a KF2 will it perform in the out back of Wyoming OK?a
>gray or blue head?Thanks Steve Shinabery,N554KF 582 gray head..
Steve,
Hopefully Lowell will reply. He had a friend who flew around
Idaho a lot with a 582 equipped IV. My own experience flying around
Utah and across the States is that you have limited climb capability.
My IV's gross ceiling is about 10.5k'; and it takes a long time to
get there. There are plenty of areas in Wyoming that you simply won't
visit with that limitation. (Note that I have a manual mixture
control as well.) Now weight factors in heavily, as in a much lighter
configuration, about 900 pounds, I can get to 12.5k' without too much
trouble. (Note that these are density altitudes, as well. Summer in
Wyoming may have a 10k' density altitude on the runway.)
The rate of climb is pretty limited too. Flying at about
1000 pounds I was unable to climb to even 9k' against a headwind
flying south along the 15 south of Salt Lake City. I had to make some
major detours looking for passes. Typically I flight plan for a
maximum altitude of 7.5k'. I seldom cruise above 9.5k', it just takes
too long to get there.
Guy Buchanan
San Diego, CA
K-IV 1200 / 582-C / Warp / 400 hrs. and counting
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