X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [207.46.163.205] (HELO na01-bl2-obe.outbound.protection.outlook.com) by logan.com (CommuniGate Pro SMTP 6.0.7) with ESMTPS id 6545751 for lml@lancaironline.net; Fri, 18 Oct 2013 09:55:51 -0400 Received-SPF: pass receiver=logan.com; client-ip=207.46.163.205; envelope-from=rpastusek@htii.com Received: from BLUPR07MB403.namprd07.prod.outlook.com (10.141.27.146) by BLUPR07MB403.namprd07.prod.outlook.com (10.141.27.146) with Microsoft SMTP Server (TLS) id 15.0.785.10; Fri, 18 Oct 2013 13:55:06 +0000 Received: from BLUPR07MB403.namprd07.prod.outlook.com ([169.254.5.200]) by BLUPR07MB403.namprd07.prod.outlook.com ([169.254.5.200]) with mapi id 15.00.0785.001; Fri, 18 Oct 2013 13:55:06 +0000 From: Robert R Pastusek To: Lancair Mailing List Subject: RE: [LML] Re: Hot TITs on X country leg. LIVP Thread-Topic: [LML] Re: Hot TITs on X country leg. LIVP Thread-Index: AQHOy/jE5QL0jy0df0iULkB8P3zEzpn6dPlg Date: Fri, 18 Oct 2013 13:55:04 +0000 Message-ID: <81436bd2a0de4a859ea8a3316c98e714@BLUPR07MB403.namprd07.prod.outlook.com> References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: x-originating-ip: [70.192.224.194] x-forefront-prvs: 00032065B2 x-forefront-antispam-report: SFV:NSPM;SFS:(129404003)(24454002)(199002)(189002)(80976001)(63696002)(76482001)(81686001)(80022001)(77982001)(59766001)(65816001)(33646001)(79102001)(66066001)(56776001)(85306002)(81816001)(54316002)(69226001)(74366001)(4396001)(46102001)(76576001)(77096001)(56816003)(74706001)(53806001)(51856001)(76786001)(76796001)(74876001)(54356001)(31966008)(74502001)(47446002)(74662001)(15202345003)(81342001)(16236675002)(19300405004)(47976001)(74316001)(15975445006)(47736001)(19580395003)(83322001)(19580405001)(83072001)(81542001)(50986001)(49866001)(24736002);DIR:OUT;SFP:;SCL:1;SRVR:BLUPR07MB403;H:BLUPR07MB403.namprd07.prod.outlook.com;CLIP:70.192.224.194;FPR:;RD:InfoNoRecords;A:1;MX:1;LANG:en; Content-Type: multipart/alternative; boundary="_000_81436bd2a0de4a859ea8a3316c98e714BLUPR07MB403namprd07pro_" MIME-Version: 1.0 X-OriginatorOrg: htii.com --_000_81436bd2a0de4a859ea8a3316c98e714BLUPR07MB403namprd07pro_ Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Keith wrote: Question about climbing "full rich". Would it not make sense to maintain s= ea-level EGT's through the climb, rather than truly full rich all the way u= p to 17K? As you climb higher, 'full rich' is a whole lot richer than the m= ixture you had during takeoff. This is something I learned through John Dea= kin's Pelican Perch articles a few years back when I first got the Lancair.= I usually 're-lean' every 1000ft or so during my climbs to maintain aroun= d 1320 EGT. Keith LNC2 N360JH Keith, Leaning to maintain a power setting as you climb will work as you note. The= result is that the engine continues to produce as much heat at altitude as= it does at sea level, while the air thins and doesn't carry the heat away = as well. This usually results in higher CHTs and oil temps. The reason for = using "full rich" during climbs...or any high power operation for that matt= er...is to deliver extra fuel...for cooling...to the cylinders. Not the mos= t efficient use of expensive fuel, but it has other advantages, principally= that of keeping the engine temps within limits at lower airspeeds while st= ill delivering sufficient power to climb. The throttle control on our Conti= nental and Lycoming engines (and probably others?) is designed to also deli= ver extra fuel at wide open throttle (WOT)--to aid cooling. So climbing at = WOT and full rich "wastes" fuel, but really helps the engine deliver its ra= ted service life. As many have said in these pages, it's all about keeping the engine temps w= ithin specified limits. As long as you can monitor and control CHTs and oil= temps on our air-cooled engines, you should be OK to lean during climb, bu= t if the temps start approaching the specified limits, you need to change t= hings. This can include increasing airspeed/cooling air flow, reducing powe= r, or adding more fuel--via the throttle and/or the mixture control. Hope this helps... Bob --_000_81436bd2a0de4a859ea8a3316c98e714BLUPR07MB403namprd07pro_ Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Keith wrote:

 

Question about climbing "full rich".  = ;Would it not make sense to maintain sea-level EGT's through the climb, rat= her than truly full rich all the way up to 17K? As you climb higher, 'full = rich' is a whole lot richer than the mixture you had during takeoff. This is something I learned through John Deakin's Peli= can Perch articles a few years back when I first got the Lancair. I usually= 're-lean' every  1000ft or so during my climbs to maintain around 1320 EGT.

 

Keith

LNC2 N360JH

 

Keith,

Leaning to maintain a power setting as you climb wi= ll work as you note. The result is that the engine continues to produce as much heat at altitude as it does at sea level, while the air thins and = doesn’t carry the heat away as well. This usually results in higher C= HTs and oil temps. The reason for using “full rich” during clim= bs…or any high power operation for that matter…is to deliver extra fuel…for cooling…to the cylinders. Not the mo= st efficient use of expensive fuel, but it has other advantages, principall= y that of keeping the engine temps within limits at lower airspeeds while s= till delivering sufficient power to climb. The throttle control on our Continental and Lycoming engines (and probably oth= ers?) is designed to also deliver extra fuel at wide open throttle (WOT)--t= o aid cooling. So climbing at WOT and full rich “wastes” fuel, = but really helps the engine deliver its rated service life.

 

As many have said in these pages, it’s all ab= out keeping the engine temps within specified limits. As long as you can monitor and control CHTs and oil temps on our air-cooled engines, you shou= ld be OK to lean during climb, but if the temps start approaching the speci= fied limits, you need to change things. This can include increasing airspee= d/cooling air flow, reducing power, or adding more fuel--via the throttle and/or the mixture control.

Hope this helps…


Bob

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