Return-Path: Sender: "Marvin Kaye" To: lml@lancaironline.net Date: Fri, 04 Mar 2005 23:28:33 -0500 Message-ID: X-Original-Return-Path: Received: from imo-m14.mx.aol.com ([64.12.138.204] verified) by logan.com (CommuniGate Pro SMTP 4.3c2) with ESMTP id 770944 for lml@lancaironline.net; Fri, 04 Mar 2005 20:19:10 -0500 Received-SPF: pass receiver=logan.com; client-ip=64.12.138.204; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-m14.mx.aol.com (mail_out_v37_r3.8.) id q.67.3ff631a7 (16633) for ; Fri, 4 Mar 2005 20:18:23 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: <67.3ff631a7.2f5a62df@aol.com> X-Original-Date: Fri, 4 Mar 2005 20:18:23 EST Subject: Re: [LML] Re: Taxiing Matters and mixture settings for take-off X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1109985503" X-Mailer: 9.0 Security Edition for Windows sub 5000 -------------------------------1109985503 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 3/4/2005 1:41:28 P.M. Central Standard Time, walter@advancedpilot.com writes: 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, You have got to stop mixing up messages. I gave no information on how I take off and climb - But, here it is: If I am not at a high altitude airport: Full rich, everything firewalled, 15.4 gph, climb out at 135-140 Kts (well above Vx or Vy), After I am above 700 AGL, prop to 2600. After about 3500 MSL, WOT, 2600 rpm, start leaning to 120 ROP and continue to do this thru the climb. After reaching cruise altitude, I may or may not reduce the throttle depending on how high I am. Level out and await estimated IAS cruise speed while ram air builds in induction and injectors. Prop back to 2510 (it sounds like a hummer). Adjust mixture either 100 ROP or 30 LOP, depending. If I am racing, probably at no more than 3000 MSL, 2710 rpm, WOT, maybe about 13.5 to 14.2 gph, depending... I am not ignoring whatever you are recommending................... Grayhawk - AKA Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) Fair and Balanced Opinions at No Charge! Metaphysical Monologues taken at your own Risk. -------------------------------1109985503 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

In a message dated 3/4/2005 1:41:28 P.M. Central Standard Time,=20 walter@advancedpilot.com writes:

<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>You=20 might be surprised to see what you are doing to your engine if you
saw= it=20 on the instrumented engine test stand. Since I have seen the
res= ults=20 of your methods, I seriously recommend that you consider
altering your= =20 methods. Your engine will thank you. Others who have
used=20= the=20 same methods as you have been using have been alarmed at what
they SEE= =20 with their own eyes when this is done on an instrumented
engine. = You=20 are placing the engine under very high internal cylinder
pressures and= the=20 CHTs are higher than I would want to see during
climb. Taking off with= =20 less than full power places MORE stress on the
engine than full power=20= with=20 adequate FF. This is easily measurable and
is frequently quite a= =20 surprise to those who see it.

Of course, you may ignore this=20 recommendation.

Walter,

You have got to stop mixing up messages. I gave no information on= how=20 I take off and climb - But, here it is:

If I am not at a high altitude airport:

Full rich, everything firewalled, 15.4 gph, climb out at 135-140 Kts (w= ell=20 above Vx or Vy), After I am above 700 AGL, prop to 2600.

After about 3500 MSL, WOT, 2600 rpm, start leaning to 120 ROP and conti= nue=20 to do this thru the climb.

After reaching cruise altitude, I may or may not reduce the throttle=20 depending on how high I am. Level out and await estimated IAS cruise s= peed=20 while ram air builds in induction and injectors. Prop back to 2510 (it= =20 sounds like a hummer). Adjust mixture either 100 ROP or 30 LOP,=20 depending.

If I am racing, probably at no more than 3000 MSL, 2710 rpm, WOT, maybe= =20 about 13.5 to 14.2 gph, depending...

I am not ignoring whatever you are recommending...................

Grayhawk - AKA

Scott Krueger=20 AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL (KARR)

Fai= r=20 and Balanced Opinions at No Charge!
Metaphysical Monologues taken at your= own=20 Risk.

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