Max RPM for constant speed

Dan, either we are miscommunicating or there is confusion...
At full throttle you cut in an extra X% of fuel flow, beyond 'max
rich'... It is for cooling the exhaust valves at take-off power...
Pull the throttle back, even a small amount, from full forward and you
lose that extra X% of cooling... It is the same for carburetor and
injected engines...
The RPM at which you can run full throttle continuously is in the
POH... Reduce power in climb by reducing the prop to that RPM and leave
the throttle full forward and your engine will be a happy camper with
cool valves... My API / CFI buddy still hasn't figured it out...

On my Super Viking Take-Off RPM was limited to 5 minutes... But you can
pull the RPM back to Max-Continuous power, still at full throttle, and
run it all day and have the benefits of the valve cooling - hard on the
fuel supply though... It is a separate metering circuit on the
injector body for full throttle cooling... Pull the throttle back as
little as a quarter inch and the valve cooling metering circuit shuts
off... Leave the throttle retarded slightly in a long hot climb and you
will likely have valve damage...

Same thing applies to fixed pitch propellprs... Leave the throttle
firewalled in climb for the cooling - assuming the POH allows it... As
soon as you pull the throttle you lose the cooling... Now, be aware
that as you climb at full throttle you are losing manifold pressure
with each thousand feet gained, which is automatically reducing the
engines output power, reducing the strain, and improving the cooling by
allowing the mixture to go even richer than it was a thousand feet
lower... Airplanes, at lower altitudes, are best climbed at full
throttle... Funny how those dumb engineers at the tractor engine
factory figured that out all on their own without any help from us god
like pilots...

cheers .../ denny

Denny wrote:
: soon as you pull the throttle you lose the cooling... Now, be aware
: that as you climb at full throttle you are losing manifold pressure
: with each thousand feet gained, which is automatically reducing the
: engines output power, reducing the strain, and improving the cooling by
: allowing the mixture to go even richer than it was a thousand feet
: lower...

... so leaning to a constant EGT in a climb is a great way to keep the *same*
overrich mixture without going too rich.

-Cory

--

************************************************** ***********************
* Cory Papenfuss *
* Electrical Engineering candidate Ph.D. graduate student *
* Virginia Polytechnic Institute and State University *
************************************************** ***********************

"Denny" wrote:

Dan, either we are miscommunicating or there is confusion...
At full throttle you cut in an extra X% of fuel flow, beyond 'max
rich'... It is for cooling the exhaust valves at take-off power...
Pull the throttle back, even a small amount, from full forward and you
lose that extra X% of cooling... It is the same for carburetor and
injected engines...
The RPM at which you can run full throttle continuously is in the
POH... Reduce power in climb by reducing the prop to that RPM and leave
the throttle full forward and your engine will be a happy camper with
cool valves...

That's what I'm saying. It really has nothing to do with the RPM setting.
In fact, the higher the RPM, the higher the horsepower and the higher the
CHT.

--
Dan
C-172RG at BFM

"Denny" wrote in message
oups.com...

At full throttle you cut in an extra X% of fuel flow, beyond 'max
rich'... It is for cooling the exhaust valves at take-off power...
Pull the throttle back, even a small amount, from full forward and you
lose that extra X% of cooling... It is the same for carburetor and
injected engines...

On our Turbo Saratoga's TIO540S1AD, the throttle is nowhere near full
forward at takeoff when we set max manifold pressure. Full forward will
significantly overboost. The throttle has to be continually moved forward
as altitude increases, reaching full forward at critical altitude.
Throttle-linked wastegate, no turbocharger governor.

Stan

That's true and it is because the cheap sob's who built your plane
refused to spend the money for proper boost control... That's a
business decision unrelated to proper engine management... Assuming tha
tthe fuel engineer knew his business you should have adequate fuel flow
for valve cooling built into the fuel controller at part throttle...
However, my experience is that turbo airplanes are hard on exhaust
valve...

denny