Today's Message Index:
----------------------
1. 04:20 AM - Re: PCU 5000 able to command low rpm (<1700rpm)? (Bill Watson)
2. 05:15 AM - Re: Lycoming Engine School (was PCU 5000 able to command low rpm) (Carlos Trigo)
3. 05:54 AM - Re: Lycoming Engine School (Carlos Trigo)
4. 07:10 AM - Re: Lycoming Engine School (was PCU 5000 able to command low rpm) (Bill Watson)
5. 07:38 AM - Re: Lycoming Engine School (Carlos Trigo)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: PCU 5000 able to command low rpm (<1700rpm)? |
On a similar note, I avoid running at or below 1000 rpm to avoid lead
fouling, which I am led to believe can happen even when fully leaned.
While attending Lycoming Engine School, I followed up with the
instructor after his lead fouling discussion and came away with the
understanding that lead build-up will occur anytime combustion chamber
temperatures drop below a certain point. He emphasized that it happens
very quickly based on some testing he was familiar with. He mentioned
that that the practice of pulling the power off at touchdown and leaving
it there during the rollout is enough to form visible deposits. By the
same token, heating things up above the critical temperature soon after
will cause most, but not all of those new deposits to quickly evaporate
away.
This write-up from Shell
<http://www.shell.com/business-customers/aviation/aeroshell/knowledge-centre/technical-talk/techart-18-30071600.html>
seems to support that thinking.
As a result of the same thinking, I've never practiced engine out
descents with the power pulled all the way and the prop slowed anywhere
near 1000 rpm.
This former fixed pitch jockey handles the prop cycling task by setting
the power around 1500 rpms before cycling the prop. During the cycle,
the rpm drop just hits 1000 rpms as I move the control forward. And I
try to not to imitate what I've seen some CFIs do by slamming the prop
control this way and that. On my engine a slower steady hand will do.
I've never been told that it's hard on the prop and don't believe it
is. I have been told that I'm both checking function and forcing some
warm oil thru the controller so that it performs as expected during
takeoff. Now I'm thinking the main task is just to make sure it works
without spraying oil all over the place but honestly just don't really
know. I just do it.
Bill "glider guider at heart that has learned to love that big 'ol 540"
Watson
N215TG
On 9/19/2016 10:26 PM, Carl Froehlich wrote:
> I don't recall how far it will pull down the RPM - I only pull the prop
> until a get a slight drop to make sure the governor is functioning. I was
> told (correctly or incorrectly) deep run up cycles are hard on props.
>
>
> Thanks, Carl.
>
> I want to make sure I understand your reply correctly. I do my runups at
> 1800. If I pull the prop control back during runup, the MT governor/prop
> will slow the engine way down -- probably below 1000 rpm.
> Certainly well below 1700 rpm. Are you telling me that with the PCU
> 5000, if pull the prop control all the way back (at runup, for example),
> your experience is the PCU5000 won't slow the engine below 1700 rpm?
>
> Thanks very much for your insights. I appreciate it.
>
> Tim Lewis
---
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Lycoming Engine School (was PCU 5000 able to command low |
rpm)
Bill
You mentioned "Lycoming engine School", does that still exist?
Regards
Carlos "wishing to learn all about Lycoming engines" Trigo
De: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] Em nome de Bill Watson
Enviada: Tuesday, September 20, 2016 12:19 PM
Para: rv10-list@matronics.com
Assunto: Re: RV10-List: PCU 5000 able to command low rpm (<1700rpm)?
On a similar note, I avoid running at or below 1000 rpm to avoid lead
fouling, which I am led to believe can happen even when fully leaned.
While attending Lycoming Engine School, I followed up with the instructor
after his lead fouling discussion and came away with the understanding that
lead build-up will occur anytime combustion chamber temperatures drop below
a certain point. He emphasized that it happens very quickly based on some
testing he was familiar with. He mentioned that that the practice of
pulling the power off at touchdown and leaving it there during the rollout
is enough to form visible deposits. By the same token, heating things up
above the critical temperature soon after will cause most, but not all of
those new deposits to quickly evaporate away.
This write-up from Shell
<http://www.shell.com/business-customers/aviation/aeroshell/knowledge-centre
/technical-talk/techart-18-30071600.html> seems to support that thinking.
As a result of the same thinking, I've never practiced engine out descents
with the power pulled all the way and the prop slowed anywhere near 1000
rpm.
This former fixed pitch jockey handles the prop cycling task by setting the
power around 1500 rpms before cycling the prop. During the cycle, the rpm
drop just hits 1000 rpms as I move the control forward. And I try to not
to imitate what I've seen some CFIs do by slamming the prop control this way
and that. On my engine a slower steady hand will do.
I've never been told that it's hard on the prop and don't believe it is. I
have been told that I'm both checking function and forcing some warm oil
thru the controller so that it performs as expected during takeoff. Now I'm
thinking the main task is just to make sure it works without spraying oil
all over the place but honestly just don't really know. I just do it.
Bill "glider guider at heart that has learned to love that big 'ol 540"
Watson
N215TG
On 9/19/2016 10:26 PM, Carl Froehlich wrote:
I don't recall how far it will pull down the RPM - I only pull the prop
until a get a slight drop to make sure the governor is functioning. I was
told (correctly or incorrectly) deep run up cycles are hard on props.
<TimRVator@comcast.net>
Thanks, Carl.
I want to make sure I understand your reply correctly. I do my runups at
1800. If I pull the prop control back during runup, the MT governor/prop
will slow the engine way down -- probably below 1000 rpm.
Certainly well below 1700 rpm. Are you telling me that with the PCU
5000, if pull the prop control all the way back (at runup, for example),
your experience is the PCU5000 won't slow the engine below 1700 rpm?
Thanks very much for your insights. I appreciate it.
Tim Lewis
_____
<https://www.avast.com/sig-email?utm_medium=email&utm_source=link&utm_campai
gn=sig-email&utm_content=emailclient>
This email has been checked for viruses by Avast antivirus software.
www.avast.com
<https://www.avast.com/sig-email?utm_medium=email&utm_source=link&utm_campai
gn=sig-email&utm_content=emailclient>
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Lycoming Engine School |
Trying to answer my own question, are these the courses I found in the
"Pennsylvannia College of Technology"?
CT
De: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] Em nome de Carlos Trigo
Enviada: Tuesday, September 20, 2016 1:14 PM
Para: rv10-list@matronics.com
Assunto: RE: RV10-List: Lycoming Engine School (was PCU 5000 able to command
low rpm)
Bill
You mentioned "Lycoming engine School", does that still exist?
Regards
Carlos "wishing to learn all about Lycoming engines" Trigo
De: <mailto:owner-rv10-list-server@matronics.com>
owner-rv10-list-server@matronics.com [
<mailto:owner-rv10-list-server@matronics.com>
mailto:owner-rv10-list-server@matronics.com] Em nome de Bill Watson
Enviada: Tuesday, September 20, 2016 12:19 PM
Para: <mailto:rv10-list@matronics.com> rv10-list@matronics.com
Assunto: Re: RV10-List: PCU 5000 able to command low rpm (<1700rpm)?
On a similar note, I avoid running at or below 1000 rpm to avoid lead
fouling, which I am led to believe can happen even when fully leaned.
While attending Lycoming Engine School, I followed up with the instructor
after his lead fouling discussion and came away with the understanding that
lead build-up will occur anytime combustion chamber temperatures drop below
a certain point. He emphasized that it happens very quickly based on some
testing he was familiar with. He mentioned that that the practice of
pulling the power off at touchdown and leaving it there during the rollout
is enough to form visible deposits. By the same token, heating things up
above the critical temperature soon after will cause most, but not all of
those new deposits to quickly evaporate away.
This write-up from Shell
<http://www.shell.com/business-customers/aviation/aeroshell/knowledge-centre
/technical-talk/techart-18-30071600.html> seems to support that thinking.
As a result of the same thinking, I've never practiced engine out descents
with the power pulled all the way and the prop slowed anywhere near 1000
rpm.
This former fixed pitch jockey handles the prop cycling task by setting the
power around 1500 rpms before cycling the prop. During the cycle, the rpm
drop just hits 1000 rpms as I move the control forward. And I try to not
to imitate what I've seen some CFIs do by slamming the prop control this way
and that. On my engine a slower steady hand will do.
I've never been told that it's hard on the prop and don't believe it is. I
have been told that I'm both checking function and forcing some warm oil
thru the controller so that it performs as expected during takeoff. Now I'm
thinking the main task is just to make sure it works without spraying oil
all over the place but honestly just don't really know. I just do it.
Bill "glider guider at heart that has learned to love that big 'ol 540"
Watson
N215TG
On 9/19/2016 10:26 PM, Carl Froehlich wrote:
I don't recall how far it will pull down the RPM - I only pull the prop
until a get a slight drop to make sure the governor is functioning. I was
told (correctly or incorrectly) deep run up cycles are hard on props.
<TimRVator@comcast.net>
Thanks, Carl.
I want to make sure I understand your reply correctly. I do my runups at
1800. If I pull the prop control back during runup, the MT governor/prop
will slow the engine way down -- probably below 1000 rpm.
Certainly well below 1700 rpm. Are you telling me that with the PCU
5000, if pull the prop control all the way back (at runup, for example),
your experience is the PCU5000 won't slow the engine below 1700 rpm?
Thanks very much for your insights. I appreciate it.
Tim Lewis
_____
<https://www.avast.com/sig-email?utm_medium=email&utm_source=link&utm_campai
gn=sig-email&utm_content=emailclient>
This email has been checked for viruses by Avast antivirus software.
www.avast.com
<https://www.avast.com/sig-email?utm_medium=email&utm_source=link&utm_campai
gn=sig-email&utm_content=emailclient>
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Lycoming Engine School (was PCU 5000 able to command low |
rpm)
Yes, I think so, but with a big but....
I recently got a mailing from Lycoming that indicated the long time
instructor of the 2 'engine school' classes was going to retire after
his last class. I attended the school back in 2013 and I'm not sure
when his last class is scheduled (sometime in 2016 I believe).
I forget the gentleman's name but he has been synonymous with the
'engine school' classes for a long time. He is a great instructor with
a long and varied career at Lycoming that makes him a unique resource.
I'd highly recommend the school with him instructing. I'd want a review
of the 'new' classes before attending them without him.
In some previous life I spent some time teaching and was steeped in
pedagogical practice which makes me an instant critic of any educational
event. This guy initially struck me as a knowledgeable old timer who
was going to share war stories for 8 days; inject me with caffiene,
stat! It took me a half day to realize he was a very experienced
instructor who had the course content fully integrated into a folksy
delivery style complete with hands on lab work and exactly the
documentation and notes one needed to go home with. Barely a wasted
word or motion. And he was deep in specific Lycoming operation and
service details.
Looking back at my confirmation letter from 2013, the classes were part
of Penn College ($1,425 for both together). The first was called
'Service School' and one walked out with manuals, service documents, and
the ability to use them to service Lycoming engines. That is
prerequisite to the 2nd class 'Dissembly/Reassembly' which is a guided
lab where you do the deed.
I highly recommend the classes for any builder unless you already have a
certificate, independent of how much service you intend to inflict on
your IO-540. I envision that after he leaves, the classes will retain
the same format, structure and value. The quality of instruction is the
only question.
Bill
On 9/20/2016 8:14 AM, Carlos Trigo wrote:
>
> Bill
>
> You mentioned Lycoming engine School, does that still exist?
>
> Regards
>
> Carlos wishing to learn all about Lycoming engines Trigo
>
> *De:*owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] *Em nome de *Bill Watson
> *Enviada:* Tuesday, September 20, 2016 12:19 PM
> *Para:* rv10-list@matronics.com
> *Assunto:* Re: RV10-List: PCU 5000 able to command low rpm (<1700rpm)?
>
> On a similar note, I avoid running at or below 1000 rpm to avoid lead
> fouling, which I am led to believe can happen even when fully leaned.
>
> While attending Lycoming Engine School, I followed up with the
> instructor after his lead fouling discussion and came away with the
> understanding that lead build-up will occur anytime combustion chamber
> temperatures drop below a certain point. He emphasized that it
> happens very quickly based on some testing he was familiar with. He
> mentioned that that the practice of pulling the power off at touchdown
> and leaving it there during the rollout is enough to form visible
> deposits. By the same token, heating things up above the critical
> temperature soon after will cause most, but not all of those new
> deposits to quickly evaporate away.
>
> This write-up from Shell
> <http://www.shell.com/business-customers/aviation/aeroshell/knowledge-centre/technical-talk/techart-18-30071600.html>
> seems to support that thinking.
>
> As a result of the same thinking, I've never practiced engine out
> descents with the power pulled all the way and the prop slowed
> anywhere near 1000 rpm.
>
> This former fixed pitch jockey handles the prop cycling task by
> setting the power around 1500 rpms before cycling the prop. During
> the cycle, the rpm drop just hits 1000 rpms as I move the control
> forward. And I try to not to imitate what I've seen some CFIs do by
> slamming the prop control this way and that. On my engine a slower
> steady hand will do.
>
> I've never been told that it's hard on the prop and don't believe it
> is. I have been told that I'm both checking function and forcing some
> warm oil thru the controller so that it performs as expected during
> takeoff. Now I'm thinking the main task is just to make sure it works
> without spraying oil all over the place but honestly just don't really
> know. I just do it.
>
> Bill "glider guider at heart that has learned to love that big 'ol
> 540" Watson
> N215TG
>
> On 9/19/2016 10:26 PM, Carl Froehlich wrote:
>
> I don't recall how far it will pull down the RPM - I only pull the prop
>
> until a get a slight drop to make sure the governor is functioning. I was
>
> told (correctly or incorrectly) deep run up cycles are hard on props.
>
>
> Thanks, Carl.
>
> I want to make sure I understand your reply correctly. I do my runups at
>
> 1800. If I pull the prop control back during runup, the MT governor/prop
>
> will slow the engine way down -- probably below 1000 rpm.
>
> Certainly well below 1700 rpm. Are you telling me that with the PCU
>
> 5000, if pull the prop control all the way back (at runup, for example),
>
> your experience is the PCU5000 won't slow the engine below 1700 rpm?
>
> Thanks very much for your insights. I appreciate it.
>
> Tim Lewis
>
> ------------------------------------------------------------------------
>
> Imagem removida pelo remetente. Avast logo
> <https://www.avast.com/sig-email?utm_medium=email&utm_source=link&utm_campaign=sig-email&utm_content=emailclient>
>
>
>
> This email has been checked for viruses by Avast antivirus software.
> www.avast.com
> <https://www.avast.com/sig-email?utm_medium=email&utm_source=link&utm_campaign=sig-email&utm_content=emailclient>
>
>
---
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus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Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Lycoming Engine School |
The instructor who appears in the website information is Mr. Michael
Damiani, being it in the 2016 or the 2017 courses.
Carlos
De: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] Em nome de Bill Watson
Enviada: Tuesday, September 20, 2016 3:10 PM
Para: rv10-list@matronics.com
Assunto: Re: RV10-List: Lycoming Engine School (was PCU 5000 able to command
low rpm)
Yes, I think so, but with a big but....
I recently got a mailing from Lycoming that indicated the long time
instructor of the 2 'engine school' classes was going to retire after his
last class. I attended the school back in 2013 and I'm not sure when his
last class is scheduled (sometime in 2016 I believe).
I forget the gentleman's name but he has been synonymous with the 'engine
school' classes for a long time. He is a great instructor with a long and
varied career at Lycoming that makes him a unique resource. I'd highly
recommend the school with him instructing. I'd want a review of the 'new'
classes before attending them without him.
In some previous life I spent some time teaching and was steeped in
pedagogical practice which makes me an instant critic of any educational
event. This guy initially struck me as a knowledgeable old timer who was
going to share war stories for 8 days; inject me with caffiene, stat! It
took me a half day to realize he was a very experienced instructor who had
the course content fully integrated into a folksy delivery style complete
with hands on lab work and exactly the documentation and notes one needed to
go home with. Barely a wasted word or motion. And he was deep in specific
Lycoming operation and service details.
Looking back at my confirmation letter from 2013, the classes were part of
Penn College ($1,425 for both together). The first was called 'Service
School' and one walked out with manuals, service documents, and the ability
to use them to service Lycoming engines. That is prerequisite to the 2nd
class 'Dissembly/Reassembly' which is a guided lab where you do the deed.
I highly recommend the classes for any builder unless you already have a
certificate, independent of how much service you intend to inflict on your
IO-540. I envision that after he leaves, the classes will retain the same
format, structure and value. The quality of instruction is the only
question.
Bill
On 9/20/2016 8:14 AM, Carlos Trigo wrote:
Bill
You mentioned "Lycoming engine School", does that still exist?
Regards
Carlos "wishing to learn all about Lycoming engines" Trigo
De: owner-rv10-list-server@matronics.com
<mailto:owner-rv10-list-server@matronics.com>
[mailto:owner-rv10-list-server@matronics.com] Em nome de Bill Watson
Enviada: Tuesday, September 20, 2016 12:19 PM
Para: rv10-list@matronics.com <mailto:rv10-list@matronics.com>
Assunto: Re: RV10-List: PCU 5000 able to command low rpm (<1700rpm)?
On a similar note, I avoid running at or below 1000 rpm to avoid lead
fouling, which I am led to believe can happen even when fully leaned.
While attending Lycoming Engine School, I followed up with the instructor
after his lead fouling discussion and came away with the understanding that
lead build-up will occur anytime combustion chamber temperatures drop below
a certain point. He emphasized that it happens very quickly based on some
testing he was familiar with. He mentioned that that the practice of
pulling the power off at touchdown and leaving it there during the rollout
is enough to form visible deposits. By the same token, heating things up
above the critical temperature soon after will cause most, but not all of
those new deposits to quickly evaporate away.
This write-up from Shell
<http://www.shell.com/business-customers/aviation/aeroshell/knowledge-centre
/technical-talk/techart-18-30071600.html> seems to support that thinking.
As a result of the same thinking, I've never practiced engine out descents
with the power pulled all the way and the prop slowed anywhere near 1000
rpm.
This former fixed pitch jockey handles the prop cycling task by setting the
power around 1500 rpms before cycling the prop. During the cycle, the rpm
drop just hits 1000 rpms as I move the control forward. And I try to not
to imitate what I've seen some CFIs do by slamming the prop control this way
and that. On my engine a slower steady hand will do.
I've never been told that it's hard on the prop and don't believe it is. I
have been told that I'm both checking function and forcing some warm oil
thru the controller so that it performs as expected during takeoff. Now I'm
thinking the main task is just to make sure it works without spraying oil
all over the place but honestly just don't really know. I just do it.
Bill "glider guider at heart that has learned to love that big 'ol 540"
Watson
N215TG
On 9/19/2016 10:26 PM, Carl Froehlich wrote:
I don't recall how far it will pull down the RPM - I only pull the prop
until a get a slight drop to make sure the governor is functioning. I was
told (correctly or incorrectly) deep run up cycles are hard on props.
<TimRVator@comcast.net>
Thanks, Carl.
I want to make sure I understand your reply correctly. I do my runups at
1800. If I pull the prop control back during runup, the MT governor/prop
will slow the engine way down -- probably below 1000 rpm.
Certainly well below 1700 rpm. Are you telling me that with the PCU
5000, if pull the prop control all the way back (at runup, for example),
your experience is the PCU5000 won't slow the engine below 1700 rpm?
Thanks very much for your insights. I appreciate it.
Tim Lewis
_____
<https://www.avast.com/sig-email?utm_medium=email&utm_source=link&utm_campai
gn=sig-email&utm_content=emailclient>
This email has been checked for viruses by Avast antivirus software.
www.avast.com
<https://www.avast.com/sig-email?utm_medium=email&utm_source=link&utm_campai
gn=sig-email&utm_content=emailclient>
_____
<https://www.avast.com/sig-email?utm_medium=email&utm_source=link&utm_campai
gn=sig-email&utm_content=emailclient>
This email has been checked for viruses by Avast antivirus software.
www.avast.com
<https://www.avast.com/sig-email?utm_medium=email&utm_source=link&utm_campai
gn=sig-email&utm_content=emailclient>
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|