Run up for plug clearing

"Roger Long" wrote

I can't remember where I "learned" it but I always thought 1800 RPM was the
limit for ground running leaned to clear plugs. I had a really bad one
yesterday with 250 RPM drop. I taxied back to the shop and they said to try
full throttle before pulling the plugs.

It worked but running the engine full power (near sea level) while leaned
for best power and peak EGT with minimum airflow for the minute it took
seems pretty abusive to me. Maybe you can get away with it because the
CHT's have not yet risen to max.

Any thoughts? What were you taught?

I was tought the full-power tactic. But what I found out empirically
was that leaning like crazy for all ground ops (to the point the
engine will barely run) has so far prevented the mag drop problem from
occurring again. I posted about this within the past few months and
found that others use similar procedures.

Jim Rosinski

On Sat, 09 Oct 2004 15:47:05 GMT, "Roger Long"
wrote in ::

X-Newsreader: Microsoft Outlook Express 6.00.2900.2180

That's the source of the problem.

Take a look he http://www.forteinc.com/main/homepage.php
You'll find Forte Agent doesn't propagate virus attachments the way MS
Outlook does either.

On Sat, 09 Oct 2004 15:47:05 GMT, "Roger Long"
wrote in ::

X-Newsreader: Microsoft Outlook Express 6.00.2900.2180

That's the source of the problem.

Take a look he http://www.forteinc.com/main/homepage.php
You'll find Forte Agent doesn't propagate virus attachments the way MS
Outlook does either.

For the engine, the higher the RPM the better. However, 1800 is used
because its a high RPM but doesn't suck as many rocks into the prop as
full RPM. If you run up to full RPM everytime you'll send up replacing
your prop every annual.

-Robert



"Roger Long" wrote in message ...
I can't remember where I "learned" it but I always thought 1800 RPM was the
limit for ground running leaned to clear plugs. I had a really bad one
yesterday with 250 RPM drop. I taxied back to the shop and they said to try
full throttle before pulling the plugs.

It worked but running the engine full power (near sea level) while leaned
for best power and peak EGT with minimum airflow for the minute it took
seems pretty abusive to me. Maybe you can get away with it because the
CHT's have not yet risen to max.

Any thoughts? What were you taught?

For the engine, the higher the RPM the better. However, 1800 is used
because its a high RPM but doesn't suck as many rocks into the prop as
full RPM. If you run up to full RPM everytime you'll send up replacing
your prop every annual.

-Robert



"Roger Long" wrote in message ...
I can't remember where I "learned" it but I always thought 1800 RPM was the
limit for ground running leaned to clear plugs. I had a really bad one
yesterday with 250 RPM drop. I taxied back to the shop and they said to try
full throttle before pulling the plugs.

It worked but running the engine full power (near sea level) while leaned
for best power and peak EGT with minimum airflow for the minute it took
seems pretty abusive to me. Maybe you can get away with it because the
CHT's have not yet risen to max.

Any thoughts? What were you taught?

On Sat, 09 Oct 2004 10:54:44 GMT, "Roger Long" wrote:

Any thoughts? What were you taught?

However you monitor engine temperature, oil temp or CHT, just avoid overheating
the engine. I was taught to try a lower RPM for a set period, and if that did
not work go to full power for a set period while closely tracking engine temp.

By set period, I was taught 30 or 60 seconds timed by a watch, not by feel or
guessimate.

Demonick

On Sat, 09 Oct 2004 10:54:44 GMT, "Roger Long" wrote:

Any thoughts? What were you taught?

However you monitor engine temperature, oil temp or CHT, just avoid overheating
the engine. I was taught to try a lower RPM for a set period, and if that did
not work go to full power for a set period while closely tracking engine temp.

By set period, I was taught 30 or 60 seconds timed by a watch, not by feel or
guessimate.

Demonick

"Roger Long" wrote in message ...
I can't remember where I "learned" it but I always thought 1800 RPM was the
limit for ground running leaned to clear plugs. I had a really bad one
yesterday with 250 RPM drop. I taxied back to the shop and they said to try
full throttle before pulling the plugs.

It worked but running the engine full power (near sea level) while leaned
for best power and peak EGT with minimum airflow for the minute it took
seems pretty abusive to me. Maybe you can get away with it because the
CHT's have not yet risen to max.

Any thoughts? What were you taught?

The standard technique taught in many airplanes for the
short-field takeoff is brakes locked, full power, lean for best RPM,
and go. This can take some time for a student, and I try to get the
instructors to limit it to 15 seconds or so, no more. We use the same
technique to clear fouled plugs. If they don't clear in a few seconds
at full power, they aren't going to clear adequately for flight. If
it's just a bit of oil that's fouled the bottom plugs during an
extended idle, they'll clear. If it's lead fouling, they won't clear
well and need to come out and get serviced.

Dan

"Roger Long" wrote in message ...
I can't remember where I "learned" it but I always thought 1800 RPM was the
limit for ground running leaned to clear plugs. I had a really bad one
yesterday with 250 RPM drop. I taxied back to the shop and they said to try
full throttle before pulling the plugs.

It worked but running the engine full power (near sea level) while leaned
for best power and peak EGT with minimum airflow for the minute it took
seems pretty abusive to me. Maybe you can get away with it because the
CHT's have not yet risen to max.

Any thoughts? What were you taught?

The standard technique taught in many airplanes for the
short-field takeoff is brakes locked, full power, lean for best RPM,
and go. This can take some time for a student, and I try to get the
instructors to limit it to 15 seconds or so, no more. We use the same
technique to clear fouled plugs. If they don't clear in a few seconds
at full power, they aren't going to clear adequately for flight. If
it's just a bit of oil that's fouled the bottom plugs during an
extended idle, they'll clear. If it's lead fouling, they won't clear
well and need to come out and get serviced.

Dan

"Roger Long" wrote in message
.. .
#&*(^%$#!)+=- Microsoft.

With the budgets that world domination provides, you would think someone
would have figured out that putting the Send button under the Reply button
would lead to inadvertent blank replies.

Larry's well-known anti-Microsoft religious bias notwithstanding, I have no
idea what you're talking about. I use Outlook Express, and my "Send" button
is nowhere near my "Reply Group" button. They aren't even on the same
window.

Never had any trouble with viruses either.

"A poor carpenter always blames his tools".

With Windows 98, you could move the buttons around so that didn't happen
when you accidentally double clicked. Eliminating that option seems to
have been one of those "Innovations that users demand."

Again, I have no idea what you're talking about. I can move, add, or remove
any or all of the buttons on all of the toolbars in Outlook Express. I
don't know why you can't, but whatever the reason, you can't blame it on
your tools. Sounds like user error to me.

Pete