Search results

  1. S

    RPM vs LOP

    That makes sense. Wouldn't fuel injected work differently? Flow speed still changes, but I'd think it would mechanically adjust fuel too? At least within reason?
  2. S

    RPM vs LOP

    I really have no idea, especially since break in procedures still call for percent of power operations. However, in 30 years of flying, this is the first time I've ever considered looking it up. I've broken in several fresh engines and more cylinders than I can count. Until now, I just flew a...
  3. S

    RPM vs LOP

    Yes, I have a JPI for each cylinder. I didn't really start to pay close attention to each CHT, until about 3 hours in. All were running in the 325-340 range, with one exception running at 380, when at cruise and leaned 100ROP. I have a funny feeling I missed it.
  4. S

    RPM vs LOP

    This is probably true. I've typically been running at different altitudes and power settings for each leg, which are usually 30-45 minutes, and not messing with them. My last leg was nearly 2 hr, which seemed a bit long to leave at one setting, so I pulled 2500 rpm back to 2300 rpm for a bit...
  5. S

    RPM vs LOP

    Not sure what you find fishy. It's listed at the bottom of each of my posts. 1999 Baron 58 and, as another asked to confirm, it has TCM IO-550-C engines. Two of them, believe it or not.
  6. S

    RPM vs LOP

    Thanks for the altitude advice. As stated above, I flew the first several hours below 5,000ft and at max cruise RPM, as instructed. Now the published procedures say to alternate between 65% and 75% power, until 10 hrs of flight time, at up to 8000 max altitude. My plane is a 1999 and I...
  7. S

    RPM vs LOP

    I'm now flying at 7 or 8 thousand, so no change in throttle typically. Engine is fuel injected. Does that change the equation? I've been running roughly 90-100 deg ROP at 2500rpm. I was thinking pulling it back to 2300rpm for 5 or 10 minutes is not going to be all that different a mixture...
  8. S

    RPM vs LOP

    Sanity check. Once leaned at altitude, it shouldn't matter if you change RPM, if you haven't changed altitude?? I never need to do this in normal ops, but my break-in procedure suggests a change in RPM every so often. Break-in is leaned rich of peak.
  9. S

    Time to cool engine <40degs, after landing

    Not the intended scenario, but may be of some interest. When I landed (the next day), it was 39F outside temp, with 15G25 wind. I was shut down for 1hr and 11 minutes, before restart. CHTs were between 110F-120F, at restart. Obviously, not the scenario I was concerned about, but I thought...
  10. S

    Time to cool engine <40degs, after landing

    Did not see this coming. 1 degree in hangar. It was well below zero all evening. The gas powered tug would not start. I'm sure I could warm it, with a space heat, to get it started, but it's too late to lap back. Maybe it was engine gods keeping me from trying this. Thanks all for the...
  11. S

    Time to cool engine <40degs, after landing

    I'll report back after the flight today. Oil temp is probably indicative and suggests it will flow, but itself isn't my concern. It's CHT, which I think needs to be above 40 to be comfortable during break-in. By the way, I'm not sure there is any winning on which direction to face. The cowl...
  12. S

    Time to cool engine <40degs, after landing

    That's a good idea and the line crew rarely come out to marshal this time of year. They always try to park transients into the wind, which is most often preferred. Current conditions are forecast to be about 10F with winds 11G18. If they'll just clock a bit more to the west and the ramp is...
  13. S

    Time to cool engine <40degs, after landing

    p.s. Having just done a top end about half way to TBO, I'm good with being a bit more prudent. Crap TCM cylinders will never live on my engine ever again. I've never gotten TBO out of all of them and I take good care of operating temps. I only needed a couple done, but I've seen this play...
  14. S

    Time to cool engine <40degs, after landing

    I suppose the colloquial word 'best' is a misnomer, given the controversy over the entire topic. I think 40 degs is the most commonly used threshold, among so many varied opinions. Not unlike Mike Busch recommends keeping CHT below 380, when the OEMs set a much higher red line. Perhaps the...
  15. S

    Time to cool engine <40degs, after landing

    Some interesting ideas above that I will not have time to adopt, unfortunately. Despite the manufacturers 20 deg threshold being different from the best practice of 40 deg pre-heat, this is a very important issue for piston engines. I'm surprised a study hasn't been done to test the cool...
  16. S

    Time to cool engine <40degs, after landing

    Engines are IO-550s. I use cargo blankets in my hangar, which do a remarkable job of allowing the tanis heaters to heat soak the entire nacelle. They would not remain in place on the windy ramp and I'm not going to have time, before the weekend, to fashion any sort of tie downs. In addition...
  17. S

    Time to cool engine <40degs, after landing

    I've tried to find some data or research on this, with no luck. I usually guess, but I'm still breaking in a new top end and want to be more confident. It will be very cold this coming weekend. At my home field, the plane is inside a hangar, with Tanis heaters on each engine. My...
  18. S

    Continuous pre-heat

    My theory (not necessarily sound) for removing the dipstick, has been to allow warmer air to rise and carry moisture away with it.
  19. S

    all flights grounded

    It's also not uncommon for the airlines to have operations manuals that are more strict than the exact FAA requirements.
  20. S

    all flights grounded

    What I meant by "...if not illegal".... was whether or not the impractical effort to obtain alternate sources of information was deemed sufficient. I can't blame the airlines for voluntarily grounding. The effort to fully obtain complete alternate information would be daunting and, if any harm...
Back
Top