Sender: <marv@lancaironline.net> (Marvin Kaye)
To: lml
Date: Thu, 05 Jun 2003 11:44:21 -0400
Message-ID: <redirect-2403722@logan.com>
From: N295VV@aol.com
Subject: IO-550 operation
MIME-Version: 1.0
Content-Type: multipart/alternative; boundary="part1_3f.1db3c644.2c1099b0_boundary"


--part1_3f.1db3c644.2c1099b0_boundary
Content-Type: text/plain; charset="US-ASCII"
Content-Transfer-Encoding: 7bit

Re: IO-550 operation

Last week, a mention was made about landing the LIV in a leaned condition.  
My view on this is that it a dangerous thing to do.

My recommendation is that prior to descent the engine is always brought to 
full rich-for several reasons.

Firstly, it takes the guesswork of engine management out of the picture at a 
time when the pilot will have other more intense issues to keep track of.

Secondly, it makes sure all of the horses are available at a critical time if 
needed.  I can remember at least two go-arounds with full flaps in which I 
had to go full power and full rudder to get out of bad situations.  If I had 
leaned out my engine, I would be history...

Someone has mentioned that they were  witness to a pilot who had landed a 
plane in a leaned-out condition which  resulted in  a powerless dead engine.  If 
you do this in a LIV with the 550 engine, you will, sooner or later, become an 
example   mentioned in conjunction with Darwin's Theory- you will have proved 
the theory.

As for power management on departure, I always use 31.5 MP, or more, and full 
prop.  Full rich unless adjusting for higher airports. Mention of less MP or 
power on departure  makes me shudder.  After all, altitude is our friend, 
isn't it?  To gain altitude quickly on departure, you need all the power you can 
get.  Choking back the engine on departure again brings up the subject of 
Darwin again.

The last subject I wish to touch upon is the mention of engine and prop 
speed.  For the life of me, I fail to understand why someone would fly a $400,000 
plane
at less than its capability.  If you want to fly 24 squared, buy a Mooney.  
The 550 engine, in its certification has to run full speed in the test stand 
for the duration of the test time-in our case about 1700 hours.  If I had a prop 
that had any doubt about its capability to fly at 2690 for an unlimited time, 
I would not get into the plane.  You have spent the huge bucks to fly a fast 
plane.  Running it at less than its full output is a waste of money and 
capability, in my unhumble opinion.

David Jones 


--part1_3f.1db3c644.2c1099b0_boundary
Content-Type: text/html; charset="US-ASCII"
Content-Transfer-Encoding: quoted-printable

<HTML><FONT FACE=3Darial,helvetica><FONT  SIZE=3D2>Re: IO-550 operation
<BR>
<BR>Last week, a mention was made about landing the LIV in a leaned conditio=
n. &nbsp;My view on this is that it a dangerous thing to do.
<BR>
<BR>My recommendation is that prior to descent the engine is always brought=20=
to full rich-for several reasons.
<BR>
<BR>Firstly, it takes the guesswork of engine management out of the picture=20=
at a time when the pilot will have other more intense issues to keep track o=
f.
<BR>
<BR>Secondly, it makes sure all of the horses are available at a critical ti=
me if needed. &nbsp;I can remember at least two go-arounds with full flaps i=
n which I had to go full power and full rudder to get out of bad situations.=
 &nbsp;If I had leaned out my engine, I would be history...
<BR>
<BR>Someone has mentioned that they were &nbsp;witness to a pilot who had la=
nded a plane in a leaned-out condition which &nbsp;resulted in &nbsp;a power=
less dead engine. &nbsp;If you do this in a LIV with the 550 engine, you wil=
l, sooner or later, become an example &nbsp;&nbsp;mentioned in conjunction w=
ith Darwin's Theory- you will have proved the theory.
<BR>
<BR>As for power management on departure, I always use 31.5 MP, or more, and=
 full prop. &nbsp;Full rich unless adjusting for higher airports. Mention of=
 less MP or power on departure &nbsp;makes me shudder. &nbsp;After all, alti=
tude is our friend, isn't it? &nbsp;To gain altitude quickly on departure, y=
ou need all the power you can get. &nbsp;Choking back the engine on departur=
e again brings up the subject of Darwin again.
<BR>
<BR>The last subject I wish to touch upon is the mention of engine and prop=20=
speed. &nbsp;For the life of me, I fail to understand why someone would fly=20=
a $400,000 plane
<BR>at less than its capability. &nbsp;If you want to fly 24 squared, buy a=20=
Mooney. &nbsp;The 550 engine, in its certification has to run full speed in=20=
the test stand for the duration of the test time-in our case about 1700 hour=
s. &nbsp;If I had a prop that had any doubt about its capability to fly at 2=
690 for an unlimited time, I would not get into the plane. &nbsp;You have sp=
ent the huge bucks to fly a fast plane. &nbsp;Running it at less than its fu=
ll output is a waste of money and capability, in my unhumble opinion.
<BR>
<BR>David Jones=20
<BR>
<BR>
<BR>
<BR>
<BR>
<BR></FONT></HTML>

--part1_3f.1db3c644.2c1099b0_boundary--