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From: Art Jensen <flycassutts@yahoo.com>
Reply-To: flycassuts@yahoo.com
Subject: Re: [LML] Re: LOP effect on CHT
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 Thanks Walter, I didn&#39;t know and was a bit concerned even though borescope inspections of the cylinders have so shown no damage with good crosshatching to date.

Art
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<table cellspacing="0" cellpadding="0" border="0"><tr><td valign="top" style="font: inherit;"><div> Thanks Walter, I didn&#39;t know and was a bit concerned even though borescope inspections of the cylinders have so shown no damage with good crosshatching to date.<br /><br />Art</div></td></tr></table>            <div id="_origMsg_">
                <div style="font-family:arial, helvetica, sans-serif:font-size:10pt">
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                            <b>
                                <span style="font-weight:bold;">From:</span>
                            </b>
                            Walter Atkinson &lt;walter@advancedpilot.com&gt;;                            <br>
                            <b>
                                <span style="font-weight:bold:">To:</span>
                            </b>
                             &lt;lml@lancaironline.net&gt;;                                                                                                     <br>
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                                <span style="font-weight:bold:">Subject:</span>
                            </b>
                            [LML] Re: LOP effect on CHT                            <br>
                            <b>
                                <span style="font-weight:bold;">Sent:</span>
                            </b>
                            Fri, Aug 26, 2011 10:38:27 PM                            <br>
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                                        <td valign="top" style="font:inherit;">Anything above about 230dF on the CHT is fine. &nbsp;Lycoming says 150dF. TCM does not publish a number.<div><br></div><div>Walter Atkinson</div><div><br></div><div><br><div><div>On Aug 25, 2011, at 8:48 AM, Art Jensen wrote:</div><br class="Apple-interchange-newline"><table cellspacing="0" cellpadding="0" border="0"><tbody><tr><td valign="top" style="font:inherit;"><div> It is true that running LOP will cause the engine to run cooler.  As you all know the Legacy doesn&#39;t have cowl flaps.  I built my Legacy with inlets in the cowl that are 1/4 inch smaller in diameter to reduce cooling drag, tightened up the baffling to make use of all the cooling air and I find that running LOP at altitude my CHT&#39;s will run from 278 to 300 degrees.  Since I could not find anything published regarding how cool you can run the engine, I asked a tech rep. from Continental how cool you can
 run the IO-550 engine and what damage would result should I do so.  He indicated that that&#39;s the reason you don&#39;t find a published number.  Is that possible?<br><br>At the temps mentioned above, my oil temp is 180 degrees.<br><br>So, I would like to hear from you regarding your thoughts on this subject.  Thanks for your input.<br><br>Art Jensen</div></td></tr></tbody></table>            <div id="_origMsg_">
                <div style="font-family:arial, helvetica,;">
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                            <b>
                                <span style="font-weight:bold;">From:</span>
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                            Walter Atkinson &lt;<a rel="nofollow" ymailto="mailto:walter@advancedpilot.com" target="_blank" href="javascript:return">walter@advancedpilot.com</a>&gt;;                            <br>
                            <b>
                                <span style="">To:</span>
                            </b>
                             &lt;<a rel="nofollow" ymailto="mailto:lml@lancaironline.net" target="_blank" href="javascript:return">lml@lancaironline.net</a>&gt;;                                                                                                     <br>
                            <b>
                                <span style="">Subject:</span>
                            </b>
                            [LML] Re: How do I run lean of peak?                            <br>
                            <b>
                                <span style="font-weight:bold;">Sent:</span>
                            </b>
                            Mon, Aug 22, 2011 5:28:42 PM                            <br>
                            </font>
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                                        <td valign="top" style="font:inherit;"><div><br class="Apple-interchange-newline"><span class="Apple-style-span" style="border-collapse:separate;font-family:Helvetica;font-style:normal;font-variant:normal;font-weight:normal;letter-spacing:normal;line-height:normal;orphans:2;text-indent:0px;text-transform:none;white-space:normal;widows:2;word-spacing:0px;font-size:medium;">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.</span><br class="Apple-interchange-newline"></div><br><div><br></div><div>400 million &nbsp;hours of flight data supports the fact that when run ROP, the TC-18 radial on the DC-7s had a TBO of 600 hours. &nbsp;When run LOP it had a TBO of 3600 hours. &nbsp;Yep, 3 thousand 6 hundred vs. 6 hundred hours.</div></td>
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