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:


Art,
 
We have a few things going for us in our aircraft, compared to a C172.  We have excess power and we don't need to climb out at a maximum performance Vy.
 
I start the takeoff roll with the mixture pulled out about 1 1/2" inches.  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.  My CHTs are in the upper 300's.
 
If 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.  I'm only getting about 80% power on the takeoff roll, so 150-250 ROP by guessing is very practical for me.
 
Mike