love the one you’re with tom bell go home with the one that brought you or
TRANSCRIPT
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Love the One You’re With
Tom Bell
Go Home with the One That Brought You
or
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Why Are We Here?
• How we fly the airplane can directly impact the life of the engine, the cost per flying hour, and the safety of our fellow pilots
• In particular talk about leaning as a way to improve engine performance and engine life
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Review of Engine Operation
• Air through intake port to carburetor• Mixed with fuel; moves into the combustion
chamber—burning optimized at 1/15 ratio• Four stroke engine—fuel/air ratio in first stroke
determines:– Combustion temperature after the second stroke– Power generated by the third stroke– EGT of discharge gasses in the fourth stroke
• Leaning the engine reduces the amount of fuel mixed with the air in the carburetor
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Too Lean
• Too much fuel for the given amount of air
• Engine roughness
• Spark plug fouling from excessive carbon buildup on spark plugs– Due to lower temperature
inside cylinder and incomplete burning of fuel
• Higher engine temperature—not enough fuel for cylinder cooling
• Detonation: explosive ignition of fuel/air mixture inside cylinder– Causes excessive cylinder
temperatures and pressures
– Can quickly lead to failure of piston, cylinder, or valves
Too Rich
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From Lycoming Service Instruction 1094D
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General Leaning RulesLycoming Service Instruction 1094D
• Observe engine red line during takeoff, climb, and high power cruise
• Lean or enrich the mixture slowly
• Return to FULL RICH before adding power
• Use care not to shock cool the engine (50º change in temperature per minute)
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Phases of Flight
• Ground Ops:– Normally FULL RICH
– Consider leaning at high density altitude or to warm engine on cold day
• Takeoff:– Goal is max power (highest RPM)
– Aircraft Information Manual: “The mixture should be FULL RICH, except a minimum amount of leaning is permitted for smooth engine operation when taking off at high elevation.”
– Lycoming 1094D: Use full power for takeoff and climb…except• When DA > 5000 feet, lean to max RPM at full power prior to takeoff
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Phases of Flight
• Cruise– Reduce throttle and set pitch (if applicable)
– Lean at any altitude when in the 55% - 75% cruise power range
– Lean at any power setting when above 6000’ DA
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From Warrior POH
OK to Lean
Don’t Lean
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Lean to Best Power
• Set power approx 35 RPM below desired cruise RPM
• Lean the mixture to peak RPM and airspeed
• Adjust throttle, if necessary, for final RPM setting
• With an EGT gauge (Archer), lean to peak EGT, then enrich mixture until EGT drops 100º
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Lean to Best Economy
• Set throttle and mixture full forward
• Begin leaning the mixture
• RPM will increase slightly, then decrease
• Lean until desired RPM is reached– Below 5,000 ft use caution not to remain above 75%
power with a leaned mixture for more than 15 seconds (due to detonation)
– Above 6,000 feet engine cannot generate > 75% power
• With an EGT gauge (Archer), lean to peak EGT
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From Warrior POH
Comparison
Power Setting
Range (45 min reserve)
Cruise Airspeed
Fuel Consumption
75% 480 nm 115 KTAS 10.0 gph
65% 495 nm 106 KTAS 8.8 gph
55% 505 nm 96 KTAS 7.8 gph
Best Power Mixture
- Standard Day- 8000 MSL- No wheel fairings
Best Economy Mixture
- 2-3 KTAS slower- 1-2 gph savings- 13% greater range- Less engine wear
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Phases of Flight
• Descent– Enrich the mixture slowly during the descent…the
air is getting more dense and needs more fuel to maintain the proper fuel/air ratio
• Pattern/Landing― Mixture to “FULL RICH” as part of Approach/Landing
check
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Summary
• Leaning increases performance/decrease wear
• Lean when appropriate– Takeoff / climb when > 6,000 ft DA
– Cruise in 55% - 75% power range
– Richen mixture before power increase
– Richen mixture slowly on descent
• Best power vs. best economy– Tradeoff of speed, fuel used, range, engine wear
• Talk to your instructor for techniques