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 imr-db03.mx.aol.com ([205.188.91.97] verified) by logan.com (CommuniGate Pro SMTP 5.4.1) with ESMTP id 5099238 for lml@lancaironline.net; Sun, 21 Aug 2011 16:20:29 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.91.97; envelope-from=Sky2high@aol.com Received: from mtaomg-ma01.r1000.mx.aol.com (mtaomg-ma01.r1000.mx.aol.com [172.29.41.8]) by imr-db03.mx.aol.com (8.14.1/8.14.1) with ESMTP id p7LKJpo6005496 for ; Sun, 21 Aug 2011 16:19:51 -0400 Received: from core-mtb002c.r1000.mail.aol.com (core-mtb002.r1000.mail.aol.com [172.29.234.197]) by mtaomg-ma01.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id 81342E000088 for ; Sun, 21 Aug 2011 16:19:51 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <1dc3c.2b41f81b.3b82c266@aol.com> X-Original-Date: Sun, 21 Aug 2011 16:19:50 -0400 (EDT) Subject: Re: [LML] Re: How do I run lean of peak? X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_1dc3c.2b41f81b.3b82c266_boundary" X-Mailer: AOL 9.6 sub 168 X-AOL-IP: 24.1.9.48 X-Originating-IP: [24.1.9.48] x-aol-global-disposition: G X-AOL-SCOLL-SCORE: 0:2:416141280:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d29084e51686709a0 --part1_1dc3c.2b41f81b.3b82c266_boundary Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en Danny, =20 If you understand your engine, it is wise to have the LOP tool in your =20 kitbag. I fly both ways because, it depends. At altitude my, uh, enhance= d =20 IO 320 may burn 9 gph ROP and 7 gph LOP with the excruciating speed penalt= y=20 of maybe 5 KIAS. I carry 43 gallons and consider the 9 gallons in the=20 header as reserve. That means the remaining 34 gallons is what I got. Le= t's=20 say 30 for loss due to taxi and climb. At 9 gph I can stay aloft for 3 hr= =20 20 min. At 7 gph that goes to 4 hr 15 min. ROP, 195 KTAS is a range of= =20 about 650 NM. LOP, 190 KTAS is a range of about 815 NM. Lets see, to vis= it=20 my son in Austin (KARR to 3R9, 826 NM) ROP I would have to stop for fuel a= nd=20 that always takes an hour (descend, land, fill, climb out, etc.). So, at= =20 195 KTAS that's 5:15 (4:15 + 1) and LOP at 190 KTAS it takes 4:20 minutes,= =20 no stopping. One January I made it from Chicago to Tampa in just under 4= =20 hours LOP and with 50 Knot tailwinds. I landed with 13 gallons in the tan= ks. =20 On the other hand, I have turned a measured 202 Knots on the 2006=20 AirVenture race flying at 2000 MSL, 2640 rpm, WOT, ROP (about 14.3 gph). =20 Regardless, you should perform the GAMI lean test to make sure each =20 cylinder is producing the same power. If not, there are possible ways to = improve=20 cylinder closeness without necessarily changing injector size. =20 =20 It's OK if you think the course is pricey, it is. PLUS, you will get the= =20 pitch for GAMI injectors. However, at least read the Pelican's Perch=20 articles (AVWEB archives) Nos 63, 64, 65 and 66. They have been very usefu= l.=20 =20 Grayhawk=20 =20 =20 In a message dated 8/21/2011 1:10:08 P.M. Central Daylight Time, =20 danny.miller@verizon.net writes: =20 I=E2=80=99m not convinced of the ROI for spending $995 on this course in m= y=20 particular case. As an example, for my LNC2 with an IO-360, if I burn 9 g= ph=20 running ROP and 8.5 gph running LOP (best case scenario), how long does it= take=20 to recover the expense? To keep it simple, let=E2=80=99s say I spend $6/g= al. So,=20 that=E2=80=99s $995 x gal/$6 / 0.5gph =3D 331.7 hrs, or about 3 years of f= lying. =20 So, the question becomes, is it worth all the hub bub? Again, for me, I= =20 think not. For you guys with the high burn rates, maybe so. But what is = your=20 actual hourly saving and is it worth the additional stress on your engines= =20 for the potentially much lower TBO? You decide and your mileage may vary= .=20 =20 Danny Miller=20 N 38=C2=B0 43' 25.7"=20 W 77=C2=B0 30' 38.6" =20 =20 From: Steve Colwell [mailto:mcmess1919@yahoo.com]=20 Sent: Thursday, August 18, 2011 12:40 PM To: lml@lancaironline.net Subject: How do I run lean of peak? =20 =20 Claudette and I attended the Advanced Pilot Course a couple of years ago. = =20 Of the 50 or so attendees, (and there were skeptics,) I don=E2=80=99t thin= k anyone=20 left without agreement their procedures are the best way to operate an=20 engine. The presentation is easy to follow with complete explanation of w= hat=20 is happening and why. Any remaining questions are answered and everything= =20 is documented. The cost of the course should be easily amortized by fuel= =20 savings and reduced maintenance. They even provide very comfortable swive= l=20 chairs. =20 Steve Colwell Legacy IO-550=20 Subject: [LML] How do I run lean of peak? If you operate your engine ROP at high power settings you have a much=20 greater chance of damaging your engine than by anything you might do LOP.= =20 =20 =20 The next Live APS class is October 7-9. =20 =20 Walter Atkinson =20 Advanced Pilot Seminars =20 =20 --part1_1dc3c.2b41f81b.3b82c266_boundary Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en
Danny,
 
If you understand your engine, it is wise to have the LOP tool in your= =20 kitbag.  I fly both ways because, it depends.  At altitude my,=20 uh, enhanced  IO 320 may burn 9 gph ROP and 7 gph LOP with the=20 excruciating speed penalty of maybe 5 KIAS.  I carry 43 gallons and=20 consider the 9 gallons in the header as reserve.  That means the remai= ning=20 34 gallons is what I got.  Let's say 30 for loss due to taxi and=20 climb.  At 9 gph I can stay aloft for 3 hr 20 min.  At 7 gph that= goes=20 to 4 hr 15 min.  ROP, 195 KTAS is a range of about 650 NM.  LOP, = 190=20 KTAS is a range of about 815 NM.  Lets see, to visit my son in Au= stin=20 (KARR to 3R9, 826 NM) ROP I would have to stop for fuel and that always tak= es an=20 hour (descend, land, fill, climb out, etc.). So, at 195 KTAS that's 5:15 (4= :15 +=20 1) and LOP at 190 KTAS it takes 4:20 minutes, no stopping.  One Januar= y I=20 made it from Chicago to Tampa in just under 4 hours LOP and with 50 Knot=20 tailwinds.  I landed with 13 gallons in the tanks.
 
On the other hand, I have turned a measured 202 Knots on the=20 2006 AirVenture race flying at 2000 MSL, 2640 rpm, WOT, ROP (about 14.= 3=20 gph).
 
Regardless, you should perform the GAMI lean test to make sure each=20 cylinder is producing the same power.  If not, there are possible = ;ways=20 to improve cylinder closeness without necessarily changing injector=20 size.  
 
It's OK if you think the course is pricey, it is.  PLUS, you will= get=20 the pitch for GAMI injectors.  However, at least read the Pelican= 's=20 Perch articles (AVWEB archives) Nos 63, 64, 65 and 66. They have been = very=20 useful. 
 
Grayhawk 
 
In a message dated 8/21/2011 1:10:08 P.M. Central Daylight Time,=20 danny.miller@verizon.net writes:
=

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

 =

From: Steve Colw= ell=20 [mailto:mcmess1919@yahoo.com]
Sent: Thursday, August 18, 2011 12= :40=20 PM
To:=20 lml@lancaironline.net
Subject: How do I run lean of=20 peak?

 

Claudette and I attended the Ad= vanced=20 Pilot Course a couple of years ago.  Of the 50 or so attendees, (and= =20 there were skeptics,) I don=E2=80=99t think anyone left without agreement= their=20 procedures are the best way to operate an engine.  The presentation = is=20 easy to follow with complete explanation of what is happening and why.=20  Any remaining questions are answered and everything is documented.&= nbsp;=20 The cost of the course should be easily amortized by fuel savings and red= uced=20 maintenance.  They even provide very comfortable swivel chairs. = ;=20

 

Steve=20 Colwell  Legacy IO-550

 

 


Subject: [LML] How do I run lean o= f=20 peak?

 

If you operate your engine ROP at high power se= ttings=20 you have a much greater chance of damaging your engine than by anything y= ou=20 might do LOP.

 

The next Live APS class is October=20 7-9.

 

Walter Atkinson

Advanced Pilot=20 Seminars

 

 

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