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#91
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Nasa Icing courses
Get over it, Mr. Duniho......you are all wet! Move on....
On Mon, 9 Jan 2006 13:52:59 -0800, "Peter Duniho" wrote: "Longworth" wrote in message roups.com... Pete, I do not wish to engage in any disputes with you. That clearly is false. I use single quotation mark around the word 'restricted' and not double quotation mark. Well, if there were some official specification that prohibited the use of single quotation marks for quotation here on Usenet, that might make a difference. In any case, whether you are literally quoting or simply mischaracterizing what I wrote, it's "putting words into my mouth". According to this website http://www.grammartips.homestead.com...ationmark.html " single quotation marks for words that are not actual quotations but that are being set off for some other reason" Wonderful. When you get that standard to be the official policy on Usenet, you let me know. I just simply expressed my opinion that Jim's post is appropriate in rec.aviation.student group. No, you did more than that. Pete |
#92
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Engine Making Metal (Was: Nasa Icing courses)
"Jim Macklin" wrote in message news:7ilwf.41026$QW2.13106@dukeread08... I'll buy that, always best to use specific data rather than a generic answer. It takes a pretty good eye and tach to see 5 rpm. Sure does. And a digital tach may flicker that much. Sometimes it is called a "barely perceptible rise". Some say it is easier to observe a rise in MP than such a small RPM rise, and that is borne out by my observation. The MP will rise one to two inches, and the MP gauge seems to be more stable than the tach. If the mixture is set to spec, it is not necessary to lean for ground ops, since it is already lean enough to prevent plug fouling. Ground leaning is effective only if leaned back to the edge of idle cutoff, anyway. The Lycoming manual doesn't seem to have any tables for adjusting RPM rise for density altitude. If it is leaned to the 5RPM rise spec at a high altitude airport, I wonder if it might be too lean at a low-altitude airport, with no way to enrichen it. Stan |
#93
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Engine Making Metal (Was: Nasa Icing courses)
I flew a demo in a BE 58P Baron into a high altitude
private strip in the Wyoming mountains, A-A Ranch Airport is an airport in Carbon County, Wyoming. It has an elevation of 7,880 feet. With the Continental fuel injection, being the mechanical constant displacement type, the engines died when they were set to idle during the landing because they were too rich and then turbos had spun down. This was a problem because the runway looked like a ski-jump and I was half way up the hill. I was able to hold the brakes and get it started again and manually leaned the mixture to about 1/2 travel on the lever and taxi up the hill to the level ramp area. Of course you have to keep it full rich in case of a go-around, so I learned a lesson that was not in the manual, as soon as touching down, mixture reduce, throttle reduce. For take-off run up to 2000 RPM then full rich. I much preferred the Bendix injection because it is metered by ambient fuel and air pressure, so the mixture is more stable and self-leaning. I love the PT6 even better. -- James H. Macklin ATP,CFI,A&P -- The people think the Constitution protects their rights; But government sees it as an obstacle to be overcome. some support http://www.usdoj.gov/olc/secondamendment2.htm See http://www.fija.org/ more about your rights and duties. "Stan Prevost" wrote in message ... | | "Jim Macklin" wrote in message | news:7ilwf.41026$QW2.13106@dukeread08... | I'll buy that, always best to use specific data rather than | a generic answer. It takes a pretty good eye and tach to | see 5 rpm. | | | | Sure does. And a digital tach may flicker that much. Sometimes it is | called a "barely perceptible rise". | | Some say it is easier to observe a rise in MP than such a small RPM rise, | and that is borne out by my observation. | The MP will rise one to two inches, and the MP gauge seems to be more stable | than the tach. | | If the mixture is set to spec, it is not necessary to lean for ground ops, | since it is already lean enough to prevent plug fouling. Ground leaning is | effective only if leaned back to the edge of idle cutoff, anyway. | | The Lycoming manual doesn't seem to have any tables for adjusting RPM rise | for density altitude. If it is leaned to the 5RPM rise spec at a high | altitude airport, I wonder if it might be too lean at a low-altitude | airport, with no way to enrichen it. | | Stan | | |
#94
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Engine Making Metal (Was: Nasa Icing courses)
I think you're thinking of "Ney Nozzles."
http://www.chuckneyent.com/neynozzle.html Karl "Curator" N185KG |
#95
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Engine Making Metal
In rec.aviation.owning Stan Prevost wrote:
: If the mixture is set to spec, it is not necessary to lean for ground ops, : since it is already lean enough to prevent plug fouling. Ground leaning is : effective only if leaned back to the edge of idle cutoff, anyway. : The Lycoming manual doesn't seem to have any tables for adjusting RPM rise : for density altitude. If it is leaned to the 5RPM rise spec at a high : altitude airport, I wonder if it might be too lean at a low-altitude : airport, with no way to enrichen it. Not to mention seasonal variation. With temperatures in Virginia in the 60s (!) the past weeks it's difficult to even do it for winter/summer... not to mention density altitude. I ground lean mine... typically right on the edge of idle cutoff. It's enough so that anything over 1200 RPM will cause the engine to stumble. That way it will be periodically run extra-lean during the taxi and help reduce plug fouling. Can't hurt the engine with leaning at such low power and it's impossible to runup or takeoff without enrichening. -Cory -- ************************************************** *********************** * Cory Papenfuss * * Electrical Engineering candidate Ph.D. graduate student * * Virginia Polytechnic Institute and State University * ************************************************** *********************** |
#96
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Engine Making Metal (Was: Nasa Icing courses)
Lycoming is starting to offer roller tappets. Roller tappets however will increase the Herzian compressive stresses on the cam (and on the roller) when compared to a flat tappet surface. It isn't necessarily a cure all. I suspect radial engines use roller tappets because of the comparatively high velocities between the cam and the tappet. |
#97
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Engine Making Metal (Was: Nasa Icing courses)
I have always thought that airplane owners would be wise to find a pilot
familiar with their type of aircraft who meets the "open pilot" requirements of their insurance, and have that pilot fly the airplane for an hour once a week. Cost to the owner compared to the cost of maintenance should be minimal. Only hurdle I can think of is some anal FAA guy busting the volunteer pilot for logging hours (compensation?) with only a private ticket. Maybe I'm just paranoid. Bob Gardner "Jay Honeck" wrote in message news:rh1wf.471795$084.27584@attbi_s22... Whenever I see less than 200 hours on an engine in a year, it seems like there are tales of destruction of an engine to follow. ??? That describes almost every privately owned aircraft at our airport. Only trainers routinely put on more than 200 hours per year. Mary and I fly more than anyone at the airport, and we just barely put 200 hours on last year. -- Jay Honeck Iowa City, IA Pathfinder N56993 www.AlexisParkInn.com "Your Aviation Destination" |
#98
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Engine Making Metal
With regard to severe leaning on the ground, does hot summertime temps make
a difference? Long taxis or long hold shorts? I made the "lean the sh!t out of it on the ground" comment at a flying club meeting once, & one of the guys flipped. wrote in message ... In rec.aviation.owning Stan Prevost wrote: : If the mixture is set to spec, it is not necessary to lean for ground ops, : since it is already lean enough to prevent plug fouling. Ground leaning is : effective only if leaned back to the edge of idle cutoff, anyway. : The Lycoming manual doesn't seem to have any tables for adjusting RPM rise : for density altitude. If it is leaned to the 5RPM rise spec at a high : altitude airport, I wonder if it might be too lean at a low-altitude : airport, with no way to enrichen it. Not to mention seasonal variation. With temperatures in Virginia in the 60s (!) the past weeks it's difficult to even do it for winter/summer... not to mention density altitude. I ground lean mine... typically right on the edge of idle cutoff. It's enough so that anything over 1200 RPM will cause the engine to stumble. That way it will be periodically run extra-lean during the taxi and help reduce plug fouling. Can't hurt the engine with leaning at such low power and it's impossible to runup or takeoff without enrichening. -Cory -- ************************************************** *********************** * Cory Papenfuss * * Electrical Engineering candidate Ph.D. graduate student * * Virginia Polytechnic Institute and State University * ************************************************** *********************** |
#99
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Engine Making Metal
Steven Barnes wrote:
With regard to severe leaning on the ground, does hot summertime temps make a difference? Long taxis or long hold shorts? I made the "lean the sh!t out of it on the ground" comment at a flying club meeting once, & one of the guys flipped. Leaning during high ground temperatures should not cause excessive cylinder temperatures since you are taxiing at very low RPMS. The C172SPs (fuel-injected engines) at my former flight school always experienced fouled plugs if the students/renters failed to lean for ground operations. -- Peter |
#100
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Engine Making Metal (Was: Nasa Icing courses)
I have always thought that airplane owners would be wise to find a pilot
familiar with their type of aircraft who meets the "open pilot" requirements of their insurance, and have that pilot fly the airplane for an hour once a week. Cost to the owner compared to the cost of maintenance should be minimal. Only hurdle I can think of is some anal FAA guy busting the volunteer pilot for logging hours (compensation?) with only a private ticket. Maybe I'm just paranoid. I'm friends with a CFI in Wisconsin who used to do just that. For a nominal fee (like, beer or lunch?), he would "exercise" planes each week. That's how I managed to get time in an Ercoupe, by tagging along. He built time, and the owners were happy to know that their engines weren't being trashed by inactivity. -- Jay Honeck Iowa City, IA Pathfinder N56993 www.AlexisParkInn.com "Your Aviation Destination" |
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