Return-Path: Sender: "Marvin Kaye" To: lml@lancaironline.net Date: Fri, 04 Mar 2005 14:40:35 -0500 Message-ID: X-Original-Return-Path: Received: from lakermmtao12.cox.net ([68.230.240.27] verified) by logan.com (CommuniGate Pro SMTP 4.3c2) with ESMTP id 770446 for lml@lancaironline.net; Fri, 04 Mar 2005 13:58:34 -0500 Received-SPF: none receiver=logan.com; client-ip=68.230.240.27; envelope-from=walter@advancedpilot.com Received: from [10.0.1.3] (really [68.227.132.71]) by lakermmtao12.cox.net (InterMail vM.6.01.04.00 201-2131-118-20041027) with ESMTP id <20050304185749.DMMX2476.lakermmtao12.cox.net@[10.0.1.3]> for ; Fri, 4 Mar 2005 13:57:49 -0500 Mime-Version: 1.0 (Apple Message framework v619.2) In-Reply-To: References: Content-Type: multipart/alternative; boundary=Apple-Mail-6-658967862 X-Original-Message-Id: <3dda8a6d92f328fddf1b18a34562e626@advancedpilot.com> From: Walter Atkinson Subject: Re: [LML] Re: Taxiing Matters and mixture settings for take-off X-Original-Date: Fri, 4 Mar 2005 12:57:50 -0600 X-Original-To: "Lancair Mailing List" X-Mailer: Apple Mail (2.619.2) --Apple-Mail-6-658967862 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=ISO-8859-1; format=flowed Scott: You might be surprised to see what you are doing to your engine if you=20= saw it on the instrumented engine test stand. Since I have seen the=20 results of your methods, I seriously recommend that you consider=20 altering your methods. Your engine will thank you. Others who have=20 used the same methods as you have been using have been alarmed at what=20= they SEE with their own eyes when this is done on an instrumented=20 engine. You are placing the engine under very high internal cylinder=20 pressures and the CHTs are higher than I would want to see during=20 climb. Taking off with less than full power places MORE stress on the=20 engine than full power with adequate FF. This is easily measurable and=20= is frequently quite a surprise to those who see it. Of course, you may ignore this recommendation. Walter On Mar 4, 2005, at 10:09 AM, MikeEasley@aol.com wrote: Art, =A0 We have a few things going for us in our aircraft, compared to a=20 C172.=A0=A0We have excess power and we don't need to climb out at a = maximum=20 performance Vy. =A0 I start the takeoff roll with the mixture pulled out about 1 1/2"=20 inches.=A0 After I get established in the climb, pull the RPM back to=20 2550, I lean to about 150 degrees ROP and climb out at about 120 kts.=A0=20= My CHTs are in the upper 300's. =A0 If I'm a little too rich, I burn some extra fuel, lose a little power,=20= but I'm not operating at a maximum performance, short field, Vy takeoff=20= anyway.=A0 I'm only getting about 80% power on the takeoff roll, so=20 150-250 ROP by guessing is very practical for me. =A0 Mike --Apple-Mail-6-658967862 Content-Transfer-Encoding: quoted-printable Content-Type: text/enriched; charset=ISO-8859-1 Scott: You might be surprised to see what you are doing to your engine if you saw it on the instrumented engine test stand. Since I have seen the results of your methods, I seriously recommend that you consider altering your methods. Your engine will thank you. Others who have used the same methods as you have been using have been alarmed at what they SEE with their own eyes when this is done on an instrumented engine. You are placing the engine under very high internal cylinder pressures and the CHTs are higher than I would want to see during climb. Taking off with less than full power places MORE stress on the engine than full power with adequate FF. This is easily measurable and is frequently quite a surprise to those who see it. Of course, you may ignore this recommendation. Walter On Mar 4, 2005, at 10:09 AM, MikeEasley@aol.com wrote: ArialArt, Arial=A0 ArialWe have a few things going for us in our aircraft, compared to a C172.=A0=A0We have excess power = and we don't need to climb out at a maximum performance = Vy. Arial=A0 ArialI start the takeoff roll with the mixture pulled out about 1 1/2" inches.=A0 After I get established in the climb, pull the RPM back to 2550, I lean to about 150 degrees ROP and climb out at about 120 kts.=A0 My CHTs are in the upper = 300's. Arial=A0 ArialIf I'm a little too rich, I burn some extra fuel, lose a little power, but I'm not operating at a maximum performance, short field, Vy takeoff anyway.=A0 I'm only getting about 80% power on the takeoff roll, so 150-250 ROP by guessing is very practical for me. Arial=A0 ArialMike --Apple-Mail-6-658967862--