Hmmmm...  

 

For a while I thought the oil interchange was a consequence of 4/1/2005 but no, it went beyond that, into philosophical engine operation techniques.

 

After I pull my cold-soaked aircraft (chilled to 70F in the winter) from the heated hangar and start it quickly with an electronic ignition, it is idled at 1100 rpm whilst the semi-synthetic multi-grade oil courses it way thru the engine and the mixture is leaned.  With the oil cooler air door closed, I taxi at least 1/3 mile (if the frigid Canadian wind is blowing from the WNW, otherwise add a mile), then the run-up with the cylinders around 210F (close to the Lyc min temp) and oil at 85F, the backup mags are checked for their presence on the engine and, most importantly, the prop gov cable continuity is checked - a byproduct is the demonstrable oil pressure control over prop pitch.  Flaps are set, oil cooler door opened, mixture enriched and, if the oil temp is above 95F with reasonable pressure, I feel comfortable that everything, after release from the tower, will pretty much go as self briefed during the short wait for warmth to reach everywhere important except my feet.

 

Occasionally forced to leave my bird sit outside, the procedure is a bit different if the night was below 10F.  Using sunshine or some medically approved heat, the chill is first taken off. 

 

Data?  I never broke anything on start-up or takeoff (don't ask about approach and landing).  Unless someone can show me how to improve my 100% success rate, I think I'll stick with what I'm doing.

 

Scott Krueger

Usually flying out of the Chicago area.