Today's Message Index:
----------------------
0. 05:34 AM - Coming Soon - The List of Contributors - Please Make A Contribution Today! (Matt Dralle)
1. 06:32 AM - Re: LycomingEngines-List Digest: 0 Msgs - 11/04/17 (Paul Collins)
2. 07:02 AM - Re: Re: LycomingEngines-List Digest: 0 Msgs - 11/04/17 (Kelly McMullen)
3. 11:07 AM - Re: Re: LycomingEngines-List Digest: 0 Msgs - 11/04/17 (FLYaDIVE)
4. 11:23 AM - Re: Re: LycomingEngines-List Digest: 0 Msgs - 11/04/17 (Ray Eaker)
5. 12:39 PM - Re: LycomingEngines (Kelly McMullen)
6. 04:07 PM - Re: Re: LycomingEngines-List Digest: 0 Msgs - 11/04/17 (Sebastien)
7. 04:14 PM - Re: Re: LycomingEngines-List Digest: 0 Msgs - 11/04/17 (Sebastien)
8. 06:12 PM - Re: Re: LycomingEngines-List Digest: 0 Msgs - 11/04/17 (Ray Eaker)
9. 06:23 PM - Re: Re: LycomingEngines-List Digest: 0 Msgs - 11/04/17 (Kelly McMullen)
10. 06:46 PM - Re: Re: LycomingEngines-List Digest: 0 Msgs - 11/04/17 (iiNet)
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| Subject: | Coming Soon - The List of Contributors - Please |
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| Subject: | RE: LycomingEngines-List Digest: 0 Msgs - 11/04/17 |
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Message 2
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| Subject: | Re: RE: LycomingEngines-List Digest: 0 Msgs - 11/04/17 |
I ass-ume that from your description the engine was a carbureted version
of O-30 that has been converted to fuel injection, and has parallel
valve cylinders. Does it have Bendix/Precision RSA injection or Air Flow
Performance injection?
Fuel flow normally has to be set by a repair station that has a flow
bench. You should see around 18gph for full power at take-off.
I would measure that by seeing EGT of between 1200 and 1300 degrees. If
hotter, you need more fuel flow.
For cruise at 75% or less, peak EGT should be around 1450-1500, but
there is no limit.
CHT you want to keep it below 400, but brief excursions to 425-430 are
okay as long as you are taking action to reduce the temps...don't stay
there. The higher compression will tend to make CHT higher, so you need
to manage that. Your electronic ignition will also tend to make engine
run hotter, so be sure you have good cooling, air tight baffling, etc.
Assuming a max power of around 200 hp, your 75% power would be 150 hp.
LOP you can determine that power as 10 gph. 65% would be 8.6 gph.
I don't know if there is a good POH power setting page for your
compression. Lycoming did build an angle valve cylinder IO-360 with 10:1
compression for helicopters, so if you could find a POH for that, might
be helpful for ROP settings. Firewall Forward had an STC for installing
those helicopter engine pistons in 200 hp Cardinals and
Mooneys...perhaps they generated some handbook.
On 11/5/2017 7:30 AM, Paul Collins wrote:
> To the Engine-Smart and experienced group,
>
> I have an 0-360 - fuel injection, magneto and
> Lightspeed electronic ignition, all four cylinders monitored by EGT and
> CHT, compression boosted to 10.2 by Ly-Con.
>
> So, how would this experienced group set the
> fuel-flow? What limits/measurements would you use??
>
> 1. Run by EGT? If so, what limits??
> 2. Run by CHT? If so, what limits??
> 3. Run by fuel flow vs % power setting? If so, what limits??
> 4. Run by congressional budget? If so, what limits??
>
> Weather is changing out here is Idaho, so it is a good time to start
> thinking about these things and shovel snow.
>
> Thanks for your consideration,
>
> Paul Collins
>
> N8ZV
>
> Sent from Mail <https://go.microsoft.com/fwlink/?LinkId=550986> for
> Windows 10
>
> *From: *LycomingEngines-List Digest Server
> <mailto:lycomingengines-list@matronics.com>
> *Sent: *Sunday, November 5, 2017 1:13 AM
> *To: *LycomingEngines-List Digest List
> <mailto:lycomingengines-list-digest@matronics.com>
> *Subject: *LycomingEngines-List Digest: 0 Msgs - 11/04/17
>
> *
>
> ========================
>
> Online Versions of Today's List Digest Archive
>
> ========================
>
> Today's complete LycomingEngines-List Digest can also be found in either
> of the
>
> two Web Links listed below. The .html file includes the Digest formatted
>
> in HTML for viewing with a web browser and features Hyperlinked Indexes
>
> and Message Navigation. The .txt file includes the plain ASCII version
>
> of the LycomingEngines-List Digest and can be viewed with a generic text
> editor
>
> such as Notepad or with a web browser.
>
> HTML Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 17-11-04&Archive=LycomingEngines
>
> Text Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 17-11-04&Archive=LycomingEngines
>
> ======================
>
> EMail Version of Today's List Digest Archive
>
> ======================
>
> ----------------------------------------------------------
>
> LycomingEngines-List Digest Archive
>
> ---
>
> Total Messages Posted Sat 11/04/17: 0
>
> ----------------------------------------------------------
>
> Today's Message Index:
>
> ----------------------
>
Message 3
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| Subject: | Re: RE: LycomingEngines-List Digest: 0 Msgs - 11/04/17 |
Hi Paul,
If you have FUEL INJECTION, you have an IO-360, not an O-360.
Now, to keep things simple, don=99t even look at the EGT. Use your e
ars and
the vibrations you feel. My feet are closest to the engine so I feel
things through my toes. Lean till the engine runs rough and then give a
slight twist to rich. THEN! If you want to cross check against EGT go
ahead. There are no max limits to EGT, NONE in any manuals, but my
personal limit is 1400 F.
Now, cross check your CHT. There are limits there. LYCOMING says max of
450 F. I use 400 F as my max. REMEMBER! Temperature gauges are a LAGING
instrument. By the time you SEE your temp, it is beyond that point.
Barry
On Sunday, November 5, 2017, Paul Collins <collins04@cableone.net> wrote:
> To the =9CEngine-Smart=9D and experienced group,
>
> I have an 0-360 - fuel injection, magneto and Lightspeed
> electronic ignition, all four cylinders monitored by EGT and CHT,
> compression boosted to 10.2 by Ly-Con.
>
> So, how would this experienced group set the fuel-flow?
> What limits/measurements would you use??
>
> 1. Run by EGT? If so, what limits??
> 2. Run by CHT? If so, what limits??
> 3. Run by fuel flow vs % power setting? If so, what limits??
> 4. Run by congressional budget? If so, what limits??
>
>
> Weather is changing out here is Idaho, so it is a good time to start
> thinking about these things =93 and shovel snow.
>
>
> Thanks for your consideration,
>
> Paul Collins
>
> N8ZV
>
>
> Sent from Mail <https://go.microsoft.com/fwlink/?LinkId=550986> for
> Windows 10
>
>
> *From: *LycomingEngines-List Digest Server
> <javascript:_e(%7B%7D,'cvml','lycomingengines-list@matronics.com');>
> *Sent: *Sunday, November 5, 2017 1:13 AM
> *To: *LycomingEngines-List Digest List
> <javascript:_e(%7B%7D,'cvml','lycomingengines-list-digest@matronics.com')
;>
> *Subject: *LycomingEngines-List Digest: 0 Msgs - 11/04/17
>
>
> *
>
>
> ========================
>
> Online Versions of Today's List Digest Archive
>
> ========================
>
>
> Today's complete LycomingEngines-List Digest can also be found in either
> of the
>
> two Web Links listed below. The .html file includes the Digest formatted
>
> in HTML for viewing with a web browser and features Hyperlinked Indexes
>
> and Message Navigation. The .txt file includes the plain ASCII version
>
> of the LycomingEngines-List Digest and can be viewed with a generic text
> editor
>
> such as Notepad or with a web browser.
>
>
> HTML Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style
> 82701&View=html&Chapter 17-11-04&Archive=LycomingEngines
>
>
> Text Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style
> 82701&View=txt&Chapter 17-11-04&Archive=LycomingEngines
>
>
> ======================
>
> EMail Version of Today's List Digest Archive
>
> ======================
>
>
> ----------------------------------------------------------
>
> LycomingEngines-List Digest Archive
>
> ---
>
> Total Messages Posted Sat 11/04/17: 0
>
> ----------------------------------------------------------
>
>
> Today's Message Index:
>
> ----------------------
>
>
--
Barry
"Chop'd Liver"
If you wash your hands before you go to the bathroom you may have the
makings of a Crew Chief.
Message 4
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| Subject: | Re: RE: LycomingEngines-List Digest: 0 Msgs - 11/04/17 |
Lots of contradictions there, Barry.
EGT temps are relative. The value itself (eg 1400) is mostly meaningless but
can be meaningful for troubleshooting a problem. The value relative to PEAK
is what matters (and it matters) for lean operations. The feel of your feet
, not so much, but once you know how your engine feels using the engine moni
tor values, it might help.
On Nov 5, 2017, at 2:06 PM, FLYaDIVE <flyadive@gmail.com> wrote:
Hi Paul,
If you have FUEL INJECTION, you have an IO-360, not an O-360.
Now, to keep things simple, don=99t even look at the EGT. Use your ea
rs and the vibrations you feel. My feet are closest to the engine so I feel
things through my toes. Lean till the engine runs rough and then give a sl
ight twist to rich. THEN! If you want to cross check against EGT go ahead.
There are no max limits to EGT, NONE in any manuals, but my personal limit
is 1400 F.
Now, cross check your CHT. There are limits there. LYCOMING says max of 45
0 F. I use 400 F as my max. REMEMBER! Temperature gauges are a LAGING ins
trument. By the time you SEE your temp, it is beyond that point.
Barry
> On Sunday, November 5, 2017, Paul Collins <collins04@cableone.net> wrote:
> To the =9CEngine-Smart=9D and experienced group,
>
> I have an 0-360 - fuel injection, magneto and Lightspeed e
lectronic ignition, all four cylinders monitored by EGT and CHT, compression
boosted to 10.2 by Ly-Con.
>
> So, how would this experienced group set the fuel-flow? W
hat limits/measurements would you use??
>
> Run by EGT? If so, what limits??
> Run by CHT? If so, what limits??
> Run by fuel flow vs % power setting? If so, what limits??
> Run by congressional budget? If so, what limits??
>
>
> Weather is changing out here is Idaho, so it is a good time to start think
ing about these things =93 and shovel snow.
>
>
>
> Thanks for your consideration,
>
> Paul Collins
>
> N8ZV
>
>
>
> Sent from Mail for Windows 10
>
>
>
> From: LycomingEngines-List Digest Server
> Sent: Sunday, November 5, 2017 1:13 AM
> To: LycomingEngines-List Digest List
> Subject: LycomingEngines-List Digest: 0 Msgs - 11/04/17
>
>
>
> *
>
>
>
> =========================
>
> Online Versions of Today's List Digest Archive
>
> =========================
>
>
>
> Today's complete LycomingEngines-List Digest can also be found in either o
f the
>
> two Web Links listed below. The .html file includes the Digest formatted
>
> in HTML for viewing with a web browser and features Hyperlinked Indexes
>
> and Message Navigation. The .txt file includes the plain ASCII version
>
> of the LycomingEngines-List Digest and can be viewed with a generic text e
ditor
>
> such as Notepad or with a web browser.
>
>
>
> HTML Version:
>
>
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=ht
ml&Chapter 17-11-04&Archive=LycomingEngines
>
>
>
> Text Version:
>
>
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=tx
t&Chapter 17-11-04&Archive=LycomingEngines
>
>
>
>
>
> ======================
>
> EMail Version of Today's List Digest Archive
>
> ======================
>
>
>
> ----------------------------------------------------------
>
> LycomingEngines-List Digest Archive
>
> ---
>
> Total Messages Posted Sat 11/04/17: 0
>
> ----------------------------------------------------------
>
>
>
> Today's Message Index:
>
> ----------------------
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
--
Barry
"Chop'd Liver"
If you wash your hands before you go to the bathroom you may have the making
s of a Crew Chief.
Message 5
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|
| Subject: | Re: LycomingEngines |
In the experimental world, the engine easily could have originally been
an O-360, and the data plate would not be changed by installing fuel
injection. Only matters at how well the mixture can be balanced.
Vibration and EGT are only loosely related, and vibration is much less
accurate than EGT. If you are choosing a limit of 1400 EGT, you are
unlikely to ever get to Peak EGT. Without knowing peak, you cannot know
where optimal fuel flow for a given mode of operation exists.
Normally aspirated engines, the peak will depend on how close the probe
is to the exhaust port, what the OAT is, etc. At 1400 you are usually
about 100 ROP. Max EGT will depend on engine timing, valve timing,
health of the spark plugs as well as OAT and engine compression. I used
to fly behind an IO-360-A1A with 8.7 compression. I know fly behind an
IO-540-D4B5 with 8.5 compression, both with 25 degree BTDC timing. EGT
probes are exactly same distance from flange, but the IO-540 peaks at
about 50 degrees hotter than the IO-360 did. Good EGT probes are fast
acting and will show change in a few seconds.
The main point is you do not want to operate above 65% with the EGT
around 50 rich of the first cylinder to peak. That is actually pretty
smooth running on engine with good mixture distribution. 100 ROP is
notably safer and only slightly smoother.
On 11/5/2017 12:06 PM, FLYaDIVE wrote:
> Hi Paul,
>
> If you have FUEL INJECTION, you have an IO-360, not an O-360.
>
> Now, to keep things simple, dont even look at the EGT. Use your ears
> and the vibrations you feel. My feet are closest to the engine so I
> feel things through my toes. Lean till the engine runs rough and then
> give a slight twist to rich. THEN! If you want to cross check against
> EGT go ahead. There are no max limits to EGT, NONE in any manuals, but
> my personal limit is 1400 F.
> Now, cross check your CHT. There are limits there. LYCOMING says max
> of 450 F. I use 400 F as my max. REMEMBER! Temperature gauges are a
> LAGING instrument. By the time you SEE your temp, it is beyond that point.
>
> Barry
>
> On Sunday, November 5, 2017, Paul Collins <collins04@cableone.net
> <mailto:collins04@cableone.net>> wrote:
>
> To the Engine-Smart and experienced group,
>
> I have an 0-360 - fuel injection, magneto and
> Lightspeed electronic ignition, all four cylinders monitored by EGT
> and CHT, compression boosted to 10.2 by Ly-Con.
>
> So, how would this experienced group set the
> fuel-flow? What limits/measurements would you use??
>
> 1. Run by EGT? If so, what limits??
> 2. Run by CHT? If so, what limits??
> 3. Run by fuel flow vs % power setting? If so, what limits??
> 4. Run by congressional budget? If so, what limits??
>
> __ __
>
> Weather is changing out here is Idaho, so it is a good time to start
> thinking about these things and shovel snow.
>
> __ __
>
> Thanks for your consideration,
>
> Paul Collins
>
> N8ZV
>
> __ __
>
> Sent from Mail <https://go.microsoft.com/fwlink/?LinkId=550986> for
> Windows 10
>
> __ __
>
> *From: *LycomingEngines-List Digest Server
> <javascript:_e(%7B%7D,'cvml','lycomingengines-list@matronics.com');>
> *Sent: *Sunday, November 5, 2017 1:13 AM
> *To: *LycomingEngines-List Digest List
> <javascript:_e(%7B%7D,'cvml','lycomingengines-list-digest@matronics.com');>
> *Subject: *LycomingEngines-List Digest: 0 Msgs - 11/04/17
>
> __ __
>
> *
>
> __ __
>
> ========================
>
> Online Versions of Today's List Digest Archive
>
> ========================
>
> __ __
>
> Today's complete LycomingEngines-List Digest can also be found in
> either of the
>
> two Web Links listed below. The .html file includes the Digest
> formatted
>
> in HTML for viewing with a web browser and features Hyperlinked Indexes
>
> and Message Navigation. The .txt file includes the plain ASCII version
>
> of the LycomingEngines-List Digest and can be viewed with a generic
> text editor
>
> such as Notepad or with a web browser.
>
> __ __
>
> HTML Version:
>
> __ __
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 17-11-04&Archive=LycomingEngines
> <http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 17-11-04&Archive=LycomingEngines>
>
> __ __
>
> Text Version:
>
> __ __
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 17-11-04&Archive=LycomingEngines
> <http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 17-11-04&Archive=LycomingEngines>
>
> __ __
>
> __ __
>
> ======================
>
> EMail Version of Today's List Digest Archive
>
> ======================
>
> __ __
>
> ----------------------------------------------------------
>
> LycomingEngines-List Digest Archive
>
> ---
>
> Total Messages Posted Sat 11/04/17: 0
>
> ----------------------------------------------------------
>
> Today's Message Index:
>
> ----------------------
>
> __ __
>
> __ __
>
> __ __
>
>
>
> --
> Barry
> "Chop'd Liver"
> If you wash your hands before you go to the bathroom you may have the
> makings of a Crew Chief.
Message 6
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| Subject: | Re: RE: LycomingEngines-List Digest: 0 Msgs - 11/04/17 |
Paul, until you know a lot more I suggest you don't follow any advice you
find online and for now follow the procedure in your engine manual (pasted
below)
IO-360 Operator's Manual
Section 3
7.
c. Fuel Mixture Leaning Procedure.
Improper fuel/air mixture during flight is responsible for engine problems,
particularly during takeoff and climb power settings. The procedures
described in this manual provide proper fuel/air mixture when leaning
Lycoming engines; they have proven to be both economical and practical by
eliminating excessive fuel consumption and reducing damaged parts
replacement. It is therefore recommended that operators of all Lycoming
aircraft engines utilize the instructions in this publication any time the
fuel/air mixture is adjusted during flight.
Manual leaning may be monitored by exhaust gas temperature indication, fuel
flow indication, and by observation of engine speed and/or airspeed.
However, whatever instruments are used in monitoring the mixture, the
following general rules must be observed by the operator of Lycoming
aircraft engines.
Never exceed the maximum red line cylinder head temperature limit.
For maximum service life, cylinder head temperatures should be maintained
below 435=C2=B0F (224=C2=B0C) during high performance cruise operation and
below
400=C2=B0F (205=C2=B0C) for economy cruise powers.
Do not manually lean engines equipped with automatically controlled fuel
system.
On engines with manual mixture control, maintain mixture control in
=9CFull
Rich=9D position for rated takeoff, climb, and maximum cruise powers
(above
approximately 75%). However, during take-off from high elevation airport or
during climb, roughness or loss of power may result from over-richness. In
such a case adjust mixture control only enough to obtain smooth operation
=93
not for economy. Observe instruments for temperature rise. Rough operation
due to over-rich fuel/air mixture is most likely to be encountered in
carbureted engines at altitude above 5,000 feet.
Always return the mixture to full rich before increasing power settings.
Operate the engine at maximum power mixture for performance cruise powers
and at best economy mixture for economy cruise power; unless otherwise
specified in the airplane owner=99s manual.
During letdown flight operations it may be necessary to manually lean
uncompensated carbureted or fuel injected engines to obtain smooth
operation.
1. LEANING TO EXHAUST GAS TEMPERATURE GAGE.
a. Normally aspirated engines with fuel injectors or uncompensated
carburetors.
(1) Maximum Power Cruise (approximately 75% power) =93 Neve
r lean
beyond 150=C2=B0F on rich side of peak EGT unless aircraft operator
=99s manual
shows otherwise. Monitor cylinder head temperatures.
(2) Best Economy Cruise (approximately 75% power and below)
=93
Operate at peak EGT.
2. LEANING TO FLOWMETER.
Lean to applicable fuel-flow tables or lean to indicator marked for
correct fuel flow for each power setting.
3. LEANING WITH MANUAL MIXTURE CONTROL. (Economy cruise, 75% power or less,
without flowmeter or EGT gauge.)
a. Carbureted Engines.
(1) Slowly move mixture control from =9CFull Rich=9D
position toward
lean position.
(2) Continue leaning until engine roughness is noted.
(3) Enrich until engine runs smoothly and power is regained.
b. Fuel Injected Engines.
(1) Slowly move mixture control from =9CFull Rich=9D
position toward
lean position.
(2) Continue leaning until slight loss of power is noted (loss of
power may or may not be accompanied by roughness.
(3) Enrich until engine runs smoothly and power is regained.
If you want to learn more about the how and why, I would suggest starting
here:
http://www.eaavideo.org/detail/video/2274677932001/webinar--leaning-basics?
autoStart=true&q=leaning
On Sun, Nov 5, 2017 at 6:30 AM, Paul Collins <collins04@cableone.net> wrote
:
> To the =9CEngine-Smart=9D and experienced group,
>
> I have an 0-360 - fuel injection, magneto and Lightspeed
> electronic ignition, all four cylinders monitored by EGT and CHT,
> compression boosted to 10.2 by Ly-Con.
>
> So, how would this experienced group set the fuel-flow?
> What limits/measurements would you use??
>
> 1. Run by EGT? If so, what limits??
> 2. Run by CHT? If so, what limits??
> 3. Run by fuel flow vs % power setting? If so, what limits??
> 4. Run by congressional budget? If so, what limits??
>
>
> Weather is changing out here is Idaho, so it is a good time to start
> thinking about these things =93 and shovel snow.
>
>
> Thanks for your consideration,
>
> Paul Collins
>
> N8ZV
>
>
> Sent from Mail <https://go.microsoft.com/fwlink/?LinkId=550986> for
> Windows 10
>
>
> *From: *LycomingEngines-List Digest Server
> <lycomingengines-list@matronics.com>
> *Sent: *Sunday, November 5, 2017 1:13 AM
> *To: *LycomingEngines-List Digest List
> <lycomingengines-list-digest@matronics.com>
> *Subject: *LycomingEngines-List Digest: 0 Msgs - 11/04/17
>
>
> *
>
>
> ========================
>
> Online Versions of Today's List Digest Archive
>
> ========================
>
>
> Today's complete LycomingEngines-List Digest can also be found in either
> of the
>
> two Web Links listed below. The .html file includes the Digest formatted
>
> in HTML for viewing with a web browser and features Hyperlinked Indexes
>
> and Message Navigation. The .txt file includes the plain ASCII version
>
> of the LycomingEngines-List Digest and can be viewed with a generic text
> editor
>
> such as Notepad or with a web browser.
>
>
> HTML Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style
> 82701&View=html&Chapter 17-11-04&Archive=LycomingEngines
>
>
> Text Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style
> 82701&View=txt&Chapter 17-11-04&Archive=LycomingEngines
>
>
> ======================
>
> EMail Version of Today's List Digest Archive
>
> ======================
>
>
> ----------------------------------------------------------
>
> LycomingEngines-List Digest Archive
>
> ---
>
> Total Messages Posted Sat 11/04/17: 0
>
> ----------------------------------------------------------
>
>
> Today's Message Index:
>
> ----------------------
>
>
Message 7
| INDEX | Back to Main INDEX |
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| Subject: | Re: RE: LycomingEngines-List Digest: 0 Msgs - 11/04/17 |
I would also look at Lycoming's more recent guidance:
https://www.lycoming.com/content/service-instruction-no-1497a
On Sun, Nov 5, 2017 at 4:06 PM, Sebastien <cluros@gmail.com> wrote:
> Paul, until you know a lot more I suggest you don't follow any advice you
> find online and for now follow the procedure in your engine manual (paste
d
> below)
>
> IO-360 Operator's Manual
>
> Section 3
>
> 7.
>
> c. Fuel Mixture Leaning Procedure.
>
> Improper fuel/air mixture during flight is responsible for engine
> problems, particularly during takeoff and climb power settings. The
> procedures described in this manual provide proper fuel/air mixture when
> leaning Lycoming engines; they have proven to be both economical and
> practical by eliminating excessive fuel consumption and reducing damaged
> parts replacement. It is therefore recommended that operators of all
> Lycoming aircraft engines utilize the instructions in this publication an
y
> time the fuel/air mixture is adjusted during flight.
>
> Manual leaning may be monitored by exhaust gas temperature indication,
> fuel flow indication, and by observation of engine speed and/or airspeed.
> However, whatever instruments are used in monitoring the mixture, the
> following general rules must be observed by the operator of Lycoming
> aircraft engines.
>
> Never exceed the maximum red line cylinder head temperature limit.
>
> For maximum service life, cylinder head temperatures should be maintained
> below 435=C2=B0F (224=C2=B0C) during high performance cruise operation an
d below
> 400=C2=B0F (205=C2=B0C) for economy cruise powers.
>
> Do not manually lean engines equipped with automatically controlled fuel
> system.
>
> On engines with manual mixture control, maintain mixture control in
=9CFull
> Rich=9D position for rated takeoff, climb, and maximum cruise power
s (above
> approximately 75%). However, during take-off from high elevation airport
or
> during climb, roughness or loss of power may result from over-richness. I
n
> such a case adjust mixture control only enough to obtain smooth operation
=93
> not for economy. Observe instruments for temperature rise. Rough operatio
n
> due to over-rich fuel/air mixture is most likely to be encountered in
> carbureted engines at altitude above 5,000 feet.
>
> Always return the mixture to full rich before increasing power settings.
>
> Operate the engine at maximum power mixture for performance cruise powers
> and at best economy mixture for economy cruise power; unless otherwise
> specified in the airplane owner=99s manual.
>
> During letdown flight operations it may be necessary to manually lean
> uncompensated carbureted or fuel injected engines to obtain smooth
> operation.
>
> 1. LEANING TO EXHAUST GAS TEMPERATURE GAGE.
> a. Normally aspirated engines with fuel injectors or uncompensated
> carburetors.
> (1) Maximum Power Cruise (approximately 75% power) =93 Ne
ver lean
> beyond 150=C2=B0F on rich side of peak EGT unless aircraft operator
=99s manual
> shows otherwise. Monitor cylinder head temperatures.
> (2) Best Economy Cruise (approximately 75% power and below)
=93
> Operate at peak EGT.
>
> 2. LEANING TO FLOWMETER.
> Lean to applicable fuel-flow tables or lean to indicator marked for
> correct fuel flow for each power setting.
>
> 3. LEANING WITH MANUAL MIXTURE CONTROL. (Economy cruise, 75% power or
> less, without flowmeter or EGT gauge.)
> a. Carbureted Engines.
> (1) Slowly move mixture control from =9CFull Rich
=9D position toward
> lean position.
> (2) Continue leaning until engine roughness is noted.
> (3) Enrich until engine runs smoothly and power is regained.
> b. Fuel Injected Engines.
> (1) Slowly move mixture control from =9CFull Rich
=9D position toward
> lean position.
> (2) Continue leaning until slight loss of power is noted (loss
> of power may or may not be accompanied by roughness.
> (3) Enrich until engine runs smoothly and power is regained.
>
> If you want to learn more about the how and why, I would suggest starting
> here:
>
> http://www.eaavideo.org/detail/video/2274677932001/
> webinar--leaning-basics?autoStart=true&q=leaning
>
> On Sun, Nov 5, 2017 at 6:30 AM, Paul Collins <collins04@cableone.net>
> wrote:
>
>> To the =9CEngine-Smart=9D and experienced group,
>>
>> I have an 0-360 - fuel injection, magneto and Lightspeed
>> electronic ignition, all four cylinders monitored by EGT and CHT,
>> compression boosted to 10.2 by Ly-Con.
>>
>> So, how would this experienced group set the fuel-flow?
>> What limits/measurements would you use??
>>
>> 1. Run by EGT? If so, what limits??
>> 2. Run by CHT? If so, what limits??
>> 3. Run by fuel flow vs % power setting? If so, what limits??
>> 4. Run by congressional budget? If so, what limits??
>>
>>
>>
>> Weather is changing out here is Idaho, so it is a good time to start
>> thinking about these things =93 and shovel snow.
>>
>>
>>
>> Thanks for your consideration,
>>
>> Paul Collins
>>
>> N8ZV
>>
>>
>>
>> Sent from Mail <https://go.microsoft.com/fwlink/?LinkId=550986> for
>> Windows 10
>>
>>
>>
>> *From: *LycomingEngines-List Digest Server
>> <lycomingengines-list@matronics.com>
>> *Sent: *Sunday, November 5, 2017 1:13 AM
>> *To: *LycomingEngines-List Digest List
>> <lycomingengines-list-digest@matronics.com>
>> *Subject: *LycomingEngines-List Digest: 0 Msgs - 11/04/17
>>
>>
>>
>> *
>>
>>
>>
>> ========================
>>
>> Online Versions of Today's List Digest Archive
>>
>> ========================
>>
>>
>>
>> Today's complete LycomingEngines-List Digest can also be found in either
>> of the
>>
>> two Web Links listed below. The .html file includes the Digest formatte
d
>>
>> in HTML for viewing with a web browser and features Hyperlinked Indexes
>>
>> and Message Navigation. The .txt file includes the plain ASCII version
>>
>> of the LycomingEngines-List Digest and can be viewed with a generic text
>> editor
>>
>> such as Notepad or with a web browser.
>>
>>
>>
>> HTML Version:
>>
>>
>>
>> http://www.matronics.com/digest/digestview.php?Style=82701&
>> View=html&Chapter 17-11-04&Archive=LycomingEngines
>>
>>
>>
>> Text Version:
>>
>>
>>
>> http://www.matronics.com/digest/digestview.php?Style=82701&
>> View=txt&Chapter 17-11-04&Archive=LycomingEngines
>>
>>
>>
>>
>>
>> ======================
>>
>> EMail Version of Today's List Digest Archive
>>
>> ======================
>>
>>
>>
>> ----------------------------------------------------------
>>
>> LycomingEngines-List Digest Archive
>>
>> ---
>>
>> Total Messages Posted Sat 11/04/17: 0
>>
>> ----------------------------------------------------------
>>
>>
>>
>> Today's Message Index:
>>
>> ----------------------
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
Message 8
| INDEX | Back to Main INDEX |
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| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: RE: LycomingEngines-List Digest: 0 Msgs - 11/04/17 |
You=99d be better off reading John Deakin=99s pelican Perch art
icles. Many old POH docs and some eng MFG docs are misleading.
On Nov 5, 2017, at 7:12 PM, Sebastien <cluros@gmail.com> wrote:
I would also look at Lycoming's more recent guidance:
https://www.lycoming.com/content/service-instruction-no-1497a
> On Sun, Nov 5, 2017 at 4:06 PM, Sebastien <cluros@gmail.com> wrote:
> Paul, until you know a lot more I suggest you don't follow any advice you f
ind online and for now follow the procedure in your engine manual (pasted be
low)
>
> IO-360 Operator's Manual
>
> Section 3
>
> 7.
>
> c. Fuel Mixture Leaning Procedure.
>
> Improper fuel/air mixture during flight is responsible for engine problems
, particularly during takeoff and climb power settings. The procedures descr
ibed in this manual provide proper fuel/air mixture when leaning Lycoming en
gines; they have proven to be both economical and practical by eliminating e
xcessive fuel consumption and reducing damaged parts replacement. It is ther
efore recommended that operators of all Lycoming aircraft engines utilize th
e instructions in this publication any time the fuel/air mixture is adjusted
during flight.
>
> Manual leaning may be monitored by exhaust gas temperature indication, fue
l flow indication, and by observation of engine speed and/or airspeed. Howev
er, whatever instruments are used in monitoring the mixture, the following g
eneral rules must be observed by the operator of Lycoming aircraft engines.
>
> Never exceed the maximum red line cylinder head temperature limit.
>
> For maximum service life, cylinder head temperatures should be maintained b
elow 435=C2=B0F (224=C2=B0C) during high performance cruise operation and be
low 400=C2=B0F (205=C2=B0C) for economy cruise powers.
>
> Do not manually lean engines equipped with automatically controlled fuel s
ystem.
>
> On engines with manual mixture control, maintain mixture control in
=9CFull Rich=9D position for rated takeoff, climb, and maximum cruise p
owers (above approximately 75%). However, during take-off from high elevatio
n airport or during climb, roughness or loss of power may result from over-r
ichness. In such a case adjust mixture control only enough to obtain smooth o
peration =93 not for economy. Observe instruments for temperature rise
. Rough operation due to over-rich fuel/air mixture is most likely to be enc
ountered in carbureted engines at altitude above 5,000 feet.
>
> Always return the mixture to full rich before increasing power settings.
>
> Operate the engine at maximum power mixture for performance cruise powers a
nd at best economy mixture for economy cruise power; unless otherwise specif
ied in the airplane owner=99s manual.
>
> During letdown flight operations it may be necessary to manually lean unco
mpensated carbureted or fuel injected engines to obtain smooth operation.
>
> 1. LEANING TO EXHAUST GAS TEMPERATURE GAGE.
> a. Normally aspirated engines with fuel injectors or uncompensated ca
rburetors.
> (1) Maximum Power Cruise (approximately 75% power) =93 Nev
er lean beyond 150=C2=B0F on rich side of peak EGT unless aircraft operator
=99s manual shows otherwise. Monitor cylinder head temperatures.
> (2) Best Economy Cruise (approximately 75% power and below)
=93 Operate at peak EGT.
>
> 2. LEANING TO FLOWMETER.
> Lean to applicable fuel-flow tables or lean to indicator marked for c
orrect fuel flow for each power setting.
>
> 3. LEANING WITH MANUAL MIXTURE CONTROL. (Economy cruise, 75% power or less
, without flowmeter or EGT gauge.)
> a. Carbureted Engines.
> (1) Slowly move mixture control from =9CFull Rich=9D
position toward lean position.
> (2) Continue leaning until engine roughness is noted.
> (3) Enrich until engine runs smoothly and power is regained.
> b. Fuel Injected Engines.
> (1) Slowly move mixture control from =9CFull Rich=9D
position toward lean position.
> (2) Continue leaning until slight loss of power is noted (loss o
f power may or may not be accompanied by roughness.
> (3) Enrich until engine runs smoothly and power is regained.
>
> If you want to learn more about the how and why, I would suggest starting h
ere:
>
> http://www.eaavideo.org/detail/video/2274677932001/webinar--leaning-basics
?autoStart=true&q=leaning
>
>> On Sun, Nov 5, 2017 at 6:30 AM, Paul Collins <collins04@cableone.net> wro
te:
>> To the =9CEngine-Smart=9D and experienced group,
>>
>> I have an 0-360 - fuel injection, magneto and Lightspeed e
lectronic ignition, all four cylinders monitored by EGT and CHT, compression
boosted to 10.2 by Ly-Con.
>>
>> So, how would this experienced group set the fuel-flow? W
hat limits/measurements would you use??
>>
>> Run by EGT? If so, what limits??
>> Run by CHT? If so, what limits??
>> Run by fuel flow vs % power setting? If so, what limits??
>> Run by congressional budget? If so, what limits??
>>
>>
>> Weather is changing out here is Idaho, so it is a good time to start thin
king about these things =93 and shovel snow.
>>
>>
>>
>> Thanks for your consideration,
>>
>> Paul Collins
>>
>> N8ZV
>>
>>
>>
>> Sent from Mail for Windows 10
>>
>>
>>
>> From: LycomingEngines-List Digest Server
>> Sent: Sunday, November 5, 2017 1:13 AM
>> To: LycomingEngines-List Digest List
>> Subject: LycomingEngines-List Digest: 0 Msgs - 11/04/17
>>
>>
>>
>> *
>>
>>
>>
>> =========================
>>
>> Online Versions of Today's List Digest Archive
>>
>> =========================
>>
>>
>>
>> Today's complete LycomingEngines-List Digest can also be found in either o
f the
>>
>> two Web Links listed below. The .html file includes the Digest formatted
>>
>> in HTML for viewing with a web browser and features Hyperlinked Indexes
>>
>> and Message Navigation. The .txt file includes the plain ASCII version
>>
>> of the LycomingEngines-List Digest and can be viewed with a generic text e
ditor
>>
>> such as Notepad or with a web browser.
>>
>>
>>
>> HTML Version:
>>
>>
>>
>> http://www.matronics.com/digest/digestview.php?Style=82701&View=h
tml&Chapter 17-11-04&Archive=LycomingEngines
>>
>>
>>
>> Text Version:
>>
>>
>>
>> http://www.matronics.com/digest/digestview.php?Style=82701&View=t
xt&Chapter 17-11-04&Archive=LycomingEngines
>>
>>
>>
>>
>>
>> ======================
>>
>> EMail Version of Today's List Digest Archive
>>
>> ======================
>>
>>
>>
>> ----------------------------------------------------------
>>
>> LycomingEngines-List Digest Archive
>>
>> ---
>>
>> Total Messages Posted Sat 11/04/17: 0
>>
>> ----------------------------------------------------------
>>
>>
>>
>> Today's Message Index:
>>
>> ----------------------
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
Message 9
| INDEX | Back to Main INDEX |
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| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: RE: LycomingEngines-List Digest: 0 Msgs - 11/04/17 |
Amen, second that recommendation.
Lycoming either considers pilots too stupid or incompetent to monitor
and adjust mixture; or they don't understand the concepts their own data
demonstrates.
Have operated a 200 hp Lycoming for 15 years LOP with no problems. Flew
my RV-10 with IO-540 from AZ to OSH and back LOP, with no problems.
Air Flow Performance and GAMI can give good guidance.
You really don't have to worry about how lean the mixture is once you
reduce to 65% power or less.
Kelly
A&P/IA
On 11/5/2017 7:10 PM, Ray Eaker wrote:
> Youd be better off reading John Deakins pelican Perch articles. Many
> old POH docs and some eng MFG docs are misleading.
>
> On Nov 5, 2017, at 7:12 PM, Sebastien <cluros@gmail.com
> <mailto:cluros@gmail.com>> wrote:
>
> I would also look at Lycoming's more recent guidance:
>
> https://www.lycoming.com/content/service-instruction-no-1497a
>
> On Sun, Nov 5, 2017 at 4:06 PM, Sebastien <cluros@gmail.com
> <mailto:cluros@gmail.com>> wrote:
>
> Paul, until you know a lot more I suggest you don't follow any
> advice you find online and for now follow the procedure in your
> engine manual (pasted below)
>
> IO-360 Operator's Manual
>
> Section 3
>
> 7.
>
> c. Fuel Mixture Leaning Procedure.
>
> Improper fuel/air mixture during flight is responsible for engine
> problems, particularly during takeoff and climb power settings. The
> procedures described in this manual provide proper fuel/air mixture
> when leaning Lycoming engines; they have proven to be both
> economical and practical by eliminating excessive fuel consumption
> and reducing damaged parts replacement. It is therefore recommended
> that operators of all Lycoming aircraft engines utilize the
> instructions in this publication any time the fuel/air mixture is
> adjusted during flight.
>
> Manual leaning may be monitored by exhaust gas temperature
> indication, fuel flow indication, and by observation of engine speed
> and/or airspeed. However, whatever instruments are used in
> monitoring the mixture, the following general rules must be observed
> by the operator of Lycoming aircraft engines.
>
> Never exceed the maximum red line cylinder head temperature limit.
>
> For maximum service life, cylinder head temperatures should be
> maintained below 435F (224C) during high performance cruise
> operation and below 400F (205C) for economy cruise powers.
>
> Do not manually lean engines equipped with automatically controlled
> fuel system.
>
> On engines with manual mixture control, maintain mixture control in
> Full Rich position for rated takeoff, climb, and maximum cruise
> powers (above approximately 75%). However, during take-off from high
> elevation airport or during climb, roughness or loss of power may
> result from over-richness. In such a case adjust mixture control
> only enough to obtain smooth operation not for economy. Observe
> instruments for temperature rise. Rough operation due to over-rich
> fuel/air mixture is most likely to be encountered in carbureted
> engines at altitude above 5,000 feet.
>
> Always return the mixture to full rich before increasing power
> settings.
>
> Operate the engine at maximum power mixture for performance cruise
> powers and at best economy mixture for economy cruise power; unless
> otherwise specified in the airplane owners manual.
>
> During letdown flight operations it may be necessary to manually
> lean uncompensated carbureted or fuel injected engines to obtain
> smooth operation.
>
> 1. LEANING TO EXHAUST GAS TEMPERATURE GAGE.
> a. Normally aspirated engines with fuel injectors or
> uncompensated carburetors.
> (1) Maximum Power Cruise (approximately 75% power)
> Never lean beyond 150F on rich side of peak EGT unless aircraft
> operators manual shows otherwise. Monitor cylinder head temperatures.
> (2) Best Economy Cruise (approximately 75% power and
> below) Operate at peak EGT.
>
> 2. LEANING TO FLOWMETER.
> Lean to applicable fuel-flow tables or lean to indicator
> marked for correct fuel flow for each power setting.
>
> 3. LEANING WITH MANUAL MIXTURE CONTROL. (Economy cruise, 75% power
> or less, without flowmeter or EGT gauge.)
> a. Carbureted Engines.
> (1) Slowly move mixture control from Full Rich position
> toward lean position.
> (2) Continue leaning until engine roughness is noted.
> (3) Enrich until engine runs smoothly and power is regained.
> b. Fuel Injected Engines.
> (1) Slowly move mixture control from Full Rich position
> toward lean position.
> (2) Continue leaning until slight loss of power is noted
> (loss of power may or may not be accompanied by roughness.
> (3) Enrich until engine runs smoothly and power is regained.
>
> If you want to learn more about the how and why, I would suggest
> starting here:
>
> http://www.eaavideo.org/detail/video/2274677932001/webinar--leaning-basics?autoStart=true&q=leaning
> <http://www.eaavideo.org/detail/video/2274677932001/webinar--leaning-basics?autoStart=true&q=leaning>
>
> On Sun, Nov 5, 2017 at 6:30 AM, Paul Collins <collins04@cableone.net
> <mailto:collins04@cableone.net>> wrote:
>
> To the Engine-Smart and experienced group,
>
> I have an 0-360 - fuel injection, magneto and
> Lightspeed electronic ignition, all four cylinders monitored by
> EGT and CHT, compression boosted to 10.2 by Ly-Con.
>
> So, how would this experienced group set the
> fuel-flow? What limits/measurements would you use??
>
> 1. Run by EGT? If so, what limits??
> 2. Run by CHT? If so, what limits??
> 3. Run by fuel flow vs % power setting? If so, what limits??
> 4. Run by congressional budget? If so, what limits??
>
> __ __
>
> Weather is changing out here is Idaho, so it is a good time to
> start thinking about these things and shovel snow.
>
> __ __
>
> Thanks for your consideration,
>
> Paul Collins
>
> N8ZV
>
> __ __
>
> Sent from Mail <https://go.microsoft.com/fwlink/?LinkId=550986>
> for Windows 10
>
> __ __
>
> *From: *LycomingEngines-List Digest Server
> <mailto:lycomingengines-list@matronics.com>
> *Sent: *Sunday, November 5, 2017 1:13 AM
> *To: *LycomingEngines-List Digest List
> <mailto:lycomingengines-list-digest@matronics.com>
> *Subject: *LycomingEngines-List Digest: 0 Msgs - 11/04/17
>
> __ __
>
> *
>
> __ __
>
> ========================
>
> Online Versions of Today's List Digest Archive
>
> ========================
>
> __ __
>
> Today's complete LycomingEngines-List Digest can also be found
> in either of the
>
> two Web Links listed below. The .html file includes the Digest
> formatted
>
> in HTML for viewing with a web browser and features Hyperlinked
> Indexes
>
> and Message Navigation. The .txt file includes the plain ASCII
> version
>
> of the LycomingEngines-List Digest and can be viewed with a
> generic text editor
>
> such as Notepad or with a web browser.
>
> __ __
>
> HTML Version:
>
> __ __
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 17-11-04&Archive=LycomingEngines
> <http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 17-11-04&Archive=LycomingEngines>
>
> __ __
>
> Text Version:
>
> __ __
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 17-11-04&Archive=LycomingEngines
> <http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 17-11-04&Archive=LycomingEngines>
>
> __ __
>
> __ __
>
> ======================
>
> EMail Version of Today's List Digest Archive
>
> ======================
>
> __ __
>
> ----------------------------------------------------------
>
> LycomingEngines-List Digest Archive
>
> ---
>
> Total Messages Posted Sat 11/04/17: 0
>
>
> ----------------------------------------------------------
>
> Today's Message Index:
>
> ----------------------
>
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>
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| Subject: | Re: RE: LycomingEngines-List Digest: 0 Msgs - 11/04/17 |
And lets face it ... the OEM stills sells Lyconosours (what are effectively a very
simple to manufacture, 70 year-old design - albeit very inefficient and highly
reliable) for at least five times what it actually costs to produce.
Much of the fear of LOP stems from years of operations with only one EGT and one
CHT sensor instead of four or six. Now we are able to know (and record for later
analysis) what is actually occurring in all the cylinders.
Kind Regards, Stu
Sent from my iPhone
> On 6 Nov 2017, at 13:22, Kelly McMullen <kellym@aviating.com> wrote:
>
>
> Amen, second that recommendation.
> Lycoming either considers pilots too stupid or incompetent to monitor and adjust
mixture; or they don't understand the concepts their own data demonstrates.
> Have operated a 200 hp Lycoming for 15 years LOP with no problems. Flew my RV-10
with IO-540 from AZ to OSH and back LOP, with no problems.
> Air Flow Performance and GAMI can give good guidance.
> You really don't have to worry about how lean the mixture is once you reduce
to 65% power or less.
> Kelly
> A&P/IA
>
>> On 11/5/2017 7:10 PM, Ray Eaker wrote:
>> Youd be better off reading John Deakins pelican Perch articles. Many old POH
docs and some eng MFG docs are misleading.
>> On Nov 5, 2017, at 7:12 PM, Sebastien <cluros@gmail.com <mailto:cluros@gmail.com>> wrote:
>> I would also look at Lycoming's more recent guidance:
>> https://www.lycoming.com/content/service-instruction-no-1497a
>> On Sun, Nov 5, 2017 at 4:06 PM, Sebastien <cluros@gmail.com <mailto:cluros@gmail.com>> wrote:
>> Paul, until you know a lot more I suggest you don't follow any
>> advice you find online and for now follow the procedure in your
>> engine manual (pasted below)
>> IO-360 Operator's Manual
>> Section 3
>> 7.
>> c. Fuel Mixture Leaning Procedure.
>> Improper fuel/air mixture during flight is responsible for engine
>> problems, particularly during takeoff and climb power settings. The
>> procedures described in this manual provide proper fuel/air mixture
>> when leaning Lycoming engines; they have proven to be both
>> economical and practical by eliminating excessive fuel consumption
>> and reducing damaged parts replacement. It is therefore recommended
>> that operators of all Lycoming aircraft engines utilize the
>> instructions in this publication any time the fuel/air mixture is
>> adjusted during flight.
>> Manual leaning may be monitored by exhaust gas temperature
>> indication, fuel flow indication, and by observation of engine speed
>> and/or airspeed. However, whatever instruments are used in
>> monitoring the mixture, the following general rules must be observed
>> by the operator of Lycoming aircraft engines.
>> Never exceed the maximum red line cylinder head temperature limit.
>> For maximum service life, cylinder head temperatures should be
>> maintained below 435F (224C) during high performance cruise
>> operation and below 400F (205C) for economy cruise powers.
>> Do not manually lean engines equipped with automatically controlled
>> fuel system.
>> On engines with manual mixture control, maintain mixture control in
>> Full Rich position for rated takeoff, climb, and maximum cruise
>> powers (above approximately 75%). However, during take-off from high
>> elevation airport or during climb, roughness or loss of power may
>> result from over-richness. In such a case adjust mixture control
>> only enough to obtain smooth operation not for economy. Observe
>> instruments for temperature rise. Rough operation due to over-rich
>> fuel/air mixture is most likely to be encountered in carbureted
>> engines at altitude above 5,000 feet.
>> Always return the mixture to full rich before increasing power
>> settings.
>> Operate the engine at maximum power mixture for performance cruise
>> powers and at best economy mixture for economy cruise power; unless
>> otherwise specified in the airplane owners manual.
>> During letdown flight operations it may be necessary to manually
>> lean uncompensated carbureted or fuel injected engines to obtain
>> smooth operation.
>> 1. LEANING TO EXHAUST GAS TEMPERATURE GAGE.
>> a. Normally aspirated engines with fuel injectors or
>> uncompensated carburetors.
>> (1) Maximum Power Cruise (approximately 75% power)
>> Never lean beyond 150F on rich side of peak EGT unless aircraft
>> operators manual shows otherwise. Monitor cylinder head temperatures.
>> (2) Best Economy Cruise (approximately 75% power and
>> below) Operate at peak EGT.
>> 2. LEANING TO FLOWMETER.
>> Lean to applicable fuel-flow tables or lean to indicator
>> marked for correct fuel flow for each power setting.
>> 3. LEANING WITH MANUAL MIXTURE CONTROL. (Economy cruise, 75% power
>> or less, without flowmeter or EGT gauge.)
>> a. Carbureted Engines.
>> (1) Slowly move mixture control from Full Rich position
>> toward lean position.
>> (2) Continue leaning until engine roughness is noted.
>> (3) Enrich until engine runs smoothly and power is regained.
>> b. Fuel Injected Engines.
>> (1) Slowly move mixture control from Full Rich position
>> toward lean position.
>> (2) Continue leaning until slight loss of power is noted
>> (loss of power may or may not be accompanied by roughness.
>> (3) Enrich until engine runs smoothly and power is regained.
>> If you want to learn more about the how and why, I would suggest
>> starting here:
>> http://www.eaavideo.org/detail/video/2274677932001/webinar--leaning-basics?autoStart=true&q=leaning
>> <http://www.eaavideo.org/detail/video/2274677932001/webinar--leaning-basics?autoStart=true&q=leaning>
>> On Sun, Nov 5, 2017 at 6:30 AM, Paul Collins <collins04@cableone.net
>> <mailto:collins04@cableone.net>> wrote:
>> To the Engine-Smart and experienced group,
>> I have an 0-360 - fuel injection, magneto and
>> Lightspeed electronic ignition, all four cylinders monitored by
>> EGT and CHT, compression boosted to 10.2 by Ly-Con.
>> So, how would this experienced group set the
>> fuel-flow? What limits/measurements would you use??
>> 1. Run by EGT? If so, what limits??
>> 2. Run by CHT? If so, what limits??
>> 3. Run by fuel flow vs % power setting? If so, what limits??
>> 4. Run by congressional budget? If so, what limits??
>> __ __
>> Weather is changing out here is Idaho, so it is a good time to
>> start thinking about these things and shovel snow.
>> __ __
>> Thanks for your consideration,
>> Paul Collins
>> N8ZV
>> __ __
>> Sent from Mail <https://go.microsoft.com/fwlink/?LinkId=550986>
>> for Windows 10
>> __ __
>> *From: *LycomingEngines-List Digest Server
>> <mailto:lycomingengines-list@matronics.com>
>> *Sent: *Sunday, November 5, 2017 1:13 AM
>> *To: *LycomingEngines-List Digest List
>> <mailto:lycomingengines-list-digest@matronics.com>
>> *Subject: *LycomingEngines-List Digest: 0 Msgs - 11/04/17
>> __ __
>> *
>> __ __
>> ========================
>> Online Versions of Today's List Digest Archive
>> ========================
>> __ __
>> Today's complete LycomingEngines-List Digest can also be found
>> in either of the
>> two Web Links listed below. The .html file includes the Digest
>> formatted
>> in HTML for viewing with a web browser and features Hyperlinked
>> Indexes
>> and Message Navigation. The .txt file includes the plain ASCII
>> version
>> of the LycomingEngines-List Digest and can be viewed with a
>> generic text editor
>> such as Notepad or with a web browser.
>> __ __
>> HTML Version:
>> __ __
>> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 17-11-04&Archive=LycomingEngines
>> <http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 17-11-04&Archive=LycomingEngines>
>> __ __
>> Text Version:
>> __ __
>> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 17-11-04&Archive=LycomingEngines
>> <http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 17-11-04&Archive=LycomingEngines>
>> __ __
>> __ __
>> ======================
>> EMail Version of Today's List Digest Archive
>> ======================
>> __ __
>> ----------------------------------------------------------
>> LycomingEngines-List Digest Archive
>> ---
>> Total Messages Posted Sat 11/04/17: 0
>> ----------------------------------------------------------
>> Today's Message Index:
>> ----------------------
>> __ __
>> __ __
>> __ __
>
>
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