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Danny,
If you understand your engine, it is wise to have the LOP tool in your
kitbag. I fly both ways because, it depends. At altitude my,
uh, enhanced IO 320 may burn 9 gph ROP and 7 gph LOP with the
excruciating speed penalty of maybe 5 KIAS. I carry 43 gallons and
consider the 9 gallons in the header as reserve. That means the remaining
34 gallons is what I got. Let's say 30 for loss due to taxi and
climb. At 9 gph I can stay aloft for 3 hr 20 min. At 7 gph that goes
to 4 hr 15 min. ROP, 195 KTAS is a range of about 650 NM. LOP, 190
KTAS is a range of about 815 NM. Lets see, to visit my son in Austin
(KARR to 3R9, 826 NM) ROP I would have to stop for fuel and that always takes an
hour (descend, land, fill, climb out, etc.). So, at 195 KTAS that's 5:15 (4:15 +
1) and LOP at 190 KTAS it takes 4:20 minutes, no stopping. One January I
made it from Chicago to Tampa in just under 4 hours LOP and with 50 Knot
tailwinds. I landed with 13 gallons in the tanks.
On the other hand, I have turned a measured 202 Knots on the
2006 AirVenture race flying at 2000 MSL, 2640 rpm, WOT, ROP (about 14.3
gph).
Regardless, you should perform the GAMI lean test to make sure each
cylinder is producing the same power. If not, there are possible ways
to improve cylinder closeness without necessarily changing injector
size.
It's OK if you think the course is pricey, it is. PLUS, you will get
the pitch for GAMI injectors. However, at least read the Pelican's
Perch articles (AVWEB archives) Nos 63, 64, 65 and 66. They have been very
useful.
Grayhawk
In a message dated 8/21/2011 1:10:08 P.M. Central Daylight Time,
danny.miller@verizon.net writes:
I’m 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’s say I spend $6/gal. So, that’s $995 x gal/$6 /
0.5gph = 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° 43'
25.7"
W 77° 30'
38.6"
From: Steve Colwell
[mailto:mcmess1919@yahoo.com]
Sent: Thursday, August 18, 2011 12:40
PM
To:
lml@lancaironline.net
Subject: How do I run lean of
peak?
Claudette and I attended the Advanced
Pilot Course a couple of years ago. Of the 50 or so attendees, (and
there were skeptics,) I don’t think anyone left without agreement their
procedures are the best way to operate an engine. The presentation is
easy to follow with complete explanation of what is happening and why.
Any remaining questions are answered and everything is documented.
The cost of the course should be easily amortized by fuel savings and reduced
maintenance. They even provide very comfortable swivel chairs.
Steve
Colwell Legacy IO-550
Subject: [LML] How do I run lean of
peak?
If you operate your engine ROP at high power settings
you have a much greater chance of damaging your engine than by anything you
might do LOP.
The next Live APS class is October
7-9.
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