X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 22 Aug 2011 10:09:42 -0400 Message-ID: X-Original-Return-Path: Received: from vms173011pub.verizon.net ([206.46.173.11] verified) by logan.com (CommuniGate Pro SMTP 5.4.1) with ESMTP id 5099239 for lml@lancaironline.net; Sun, 21 Aug 2011 17:38:46 -0400 Received-SPF: pass receiver=logan.com; client-ip=206.46.173.11; envelope-from=skipslater@verizon.net Received: from SkipPC ([unknown] [108.23.106.250]) by vms173011.mailsrvcs.net (Sun Java(tm) System Messaging Server 7u2-7.02 32bit (built Apr 16 2009)) with ESMTPA id <0LQA004DAS341E60@vms173011.mailsrvcs.net> for lml@lancaironline.net; Sun, 21 Aug 2011 16:37:53 -0500 (CDT) X-Original-Message-id: <85EA520F40C14F5BB22C7E27D0E4F31A@SkipPC> From: "Skip Slater" X-Original-To: "Lancair Mailing List" References: In-reply-to: Subject: Re: [LML] Re: How do I run lean of peak? X-Original-Date: Sun, 21 Aug 2011 14:37:38 -0700 MIME-version: 1.0 Content-type: multipart/alternative; boundary="----=_NextPart_000_0041_01CC600F.DFD69620" X-Priority: 3 X-MSMail-priority: Normal Importance: Normal X-Mailer: Microsoft Windows Live Mail 14.0.8089.726 X-MIMEOLE: Produced By Microsoft MimeOLE V14.0.8089.726 This is a multi-part message in MIME format. ------=_NextPart_000_0041_01CC600F.DFD69620 Content-Type: text/plain; charset="utf-8" Content-Transfer-Encoding: quoted-printable Danny, As a APS attendee, I could not possibly disagree with you more on the = value of attending this course. I have easily saved several times what = I spent to attend, not only in decreased fuel burn over the years since, = but from the knowledge I gained in reading and troubleshooting your = engines through techniques they teach in how to read what your engine = analyzer is telling you. One example is the technique to do an occasional mag check at = altitude before you begin a descent. On two different occasions, that = check revealed a rough engine on a single ignition source. On two mags, = I couldn't feel any roughness, so wasn't aware anything was wrong. Once = I felt it on the mag check, my analyzer told me which cylinder wasn't = firing. Once on the ground, I repeated the check and all plugs worked = OK. It was the altitude that caused the affected plugs to arc. Without = having to go to a shop, I replaced the affected plug and was good to go. Another thing that happened to me was a slightly clogged fuel = injector. From my APS course, I was able to diagnose the problem, pull = the affected injector and clean it myself. I don't now what your FBO charges per hour to troubleshoot and fix = engines, but I've saved myself a wallet full of dollars on this kind of = stuff and my guess is that any other APS attendee will tell you the same = thing. The real intangible though is that if you make a habit of using = the techniques you're taught in that class, your engine will go longer = before needing a top end or overhaul. The corporate knowledge of the = instructors in that class is unbelievable and they'll make you = understand everything they teach. For me, it was an investment that = keeps on giving. =20 Skip Slater N540ES I=E2=80=99m not convinced of the ROI for spending $995 on this course in = my particular case. As an example, for my LNC2 with an IO-360, if I burn = 9 gph running ROP and 8.5 gph running LOP (best case scenario), how long = does it take to recover the expense? To keep it simple, let=E2=80=99s = say I spend $6/gal. So, that=E2=80=99s $995 x gal/$6 / 0.5gph =3D 331.7 = hrs, or about 3 years of flying. So, the question becomes, is it worth = all the hub bub? Again, for me, I think not. For you guys with the high = burn rates, maybe so. But what is your actual hourly saving and is it = worth the additional stress on your engines for the potentially much = lower TBO? You decide and your mileage may vary. Danny Miller N 38=C2=B0 43' 25.7" W 77=C2=B0 30' 38.6" ------=_NextPart_000_0041_01CC600F.DFD69620 Content-Type: text/html; charset="utf-8" Content-Transfer-Encoding: quoted-printable
Danny,
   As a APS attendee, I could = not=20 possibly disagree with you more on the value of attending this = course.  I=20 have easily saved several times what I spent to attend, not only in = decreased=20 fuel burn over the years since, but from the knowledge I gained in = reading and=20 troubleshooting your engines through techniques they teach in how to = read what=20 your engine analyzer is telling you.
   One example is the = technique to do an=20 occasional mag check at altitude before you begin a descent.  = On two=20 different occasions, that check revealed a rough engine on a single = ignition=20 source. On two mags, I couldn't feel any roughness, so wasn't aware = anything was wrong.  Once I felt it on the mag check, my analyzer = told me=20 which cylinder wasn't firing.  Once on the ground, I repeated the = check and=20 all plugs worked OK.  It was the altitude that caused the=20 affected plugs to arc.  Without having to go to a shop, I = replaced the affected plug and was good to go.
   Another thing that = happened to me=20 was a slightly clogged fuel injector.  From my APS course, I was = able to=20 diagnose the problem, pull the affected injector and clean it=20 myself.
  I don't now what your FBO = charges per hour=20 to troubleshoot and fix engines, but I've saved myself a wallet=20 full of dollars on this kind of stuff and my guess is that any = other APS=20 attendee will tell you the same thing.  The real intangible though = is that=20 if you make a habit of using the techniques you're taught in that class, = your=20 engine will go longer before needing a top end or=20 overhaul.  The corporate knowledge of the instructors in that class = is=20 unbelievable and they'll make you understand everything they = teach.  For=20 me, it was an investment that keeps on giving.  
   Skip Slater
   N540ES
 

I=E2=80=99m not convinced of = the ROI for=20 spending $995 on this course in my particular case. As an example, for = my LNC2=20 with an IO-360, if I burn 9 gph running ROP and 8.5 gph running LOP = (best case=20 scenario), how long does it take to recover the expense? To keep it = simple,=20 let=E2=80=99s say I spend $6/gal. So, that=E2=80=99s $995 x gal/$6 / = 0.5gph =3D 331.7 hrs, or=20 about 3 years of flying. So, the question becomes, is it worth all the = hub bub?=20 Again, for me, I think not. For you guys with the high burn rates, maybe = so. But=20 what is your actual hourly saving and is it worth the additional stress = on your=20 engines for the potentially much lower TBO? You decide and your mileage = may=20 vary.

Danny=20 Miller

N 38=C2=B0 43'=20 25.7"

W 77=C2=B0 30'=20 38.6"

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