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#21
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Engine analyzers
karl gruber wrote:
Because all the experienced LOP users do the BRP, and then enrichen to desired max CHT. Karl, what about Tornado Alley's recommendation to use turbo inlet temperature, which is enrichen to peak TIT, then lean back to 50-100 degrees lean of peak TIT? Would that not be considered an alternate method used by experienced LOP operators? -- Peter |
#22
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Engine analyzers
Andrew Gideon wrote:
P.S. I still want to know the answer to my original question: why does one cease using "lean find"? In the case of my JPI EDM-800, the unit does not have the firmware update that includes a lean-find for lean of peak operations. Its lean-find feature is only for rich of peak operations. To answer your question, if I had a lean find I could see myself not using it after awhile since I have come to know what temperatures and fuel flow result in 65 to 75% horsepower, or optimal lean of peak operations. Thus, it is faster for me to simply pull the mixture to a safe lean of peak turbo inlet temperature, let the airspeed and fuel flow stabilize for a few minutes, then adjust the mixture to the optimal TIT. Optimal TIT plus fuel flow results in cooler CHTs in my aircraft. -- Peter |
#23
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Engine analyzers
Matt Barrow wrote:
How about this one? http://www.buy-ei.com/EI_MVP-50_Glas...or_Display.htm IMO, the JPI's EDM930 display seems cleaner and easier to spot crucial information. -- Peter |
#24
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Engine analyzers
On a turbo engine
Karl "Peter R." wrote in message ... karl gruber wrote: Because all the experienced LOP users do the BRP, and then enrichen to desired max CHT. Karl, what about Tornado Alley's recommendation to use turbo inlet temperature, which is enrichen to peak TIT, then lean back to 50-100 degrees lean of peak TIT? Would that not be considered an alternate method used by experienced LOP operators? -- Peter |
#25
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Engine analyzers
karl gruber wrote:
On a turbo engine My mistake. I didn't see that this thread was limited to normally aspirated engines. -- Peter |
#26
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Engine analyzers
To answer your question, if I had a lean find I could see myself not using
it after awhile since I have come to know what temperatures and fuel flow result in 65 to 75% horsepower, or optimal lean of peak operations. This is exactly correct. After you've used the engine analyzer for a while, you learn to lean to specific EGT/CHT and fuel flow. Then you can fine-tune things until you reach the Holy Grail, which (in our normally-aspirated O-540) is to get the EGTs within 70 degrees of each other. The bar graph is a wonderful display for engine management, BTW, enabling you to instantly assess things at a glance. If all the bars ain't lined up, you know it's time to fiddle with something. -- Jay Honeck Iowa City, IA Pathfinder N56993 www.AlexisParkInn.com "Your Aviation Destination" |
#27
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Engine analyzers
On Thu, 05 Oct 2006 21:10:52 -0400, Peter R. wrote:
In the case of my JPI EDM-800, the unit does not have the firmware update that includes a lean-find for lean of peak operations. Its lean-find feature is only for rich of peak operations. I fly behind carbs; not injectors. So ROP operations are pretty much all I have available to me. To answer your question, if I had a lean find I could see myself not using it after awhile since I have come to know what temperatures and fuel flow result in 65 to 75% horsepower, or optimal lean of peak operations. If I understand this correctly: Lean Find helps a pilot learn the temperatures. Once they're known, it doesn't really serve a purpose. Is that correct? We just repaired some broken probes in the one multi-cylinder monitor in our partnership's fleet (although it's a poor monitor: displaying only one temperature at a time, and no obvious graphics for a rapid visual "scan"). I'm eager to see what can be done with all six cylinders' data showing. - Andrew |
#28
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Engine analyzers
Andrew Gideon wrote:
I fly behind carbs; not injectors. So ROP operations are pretty much all I have available to me. Having a carb does not explicitly mean you can't do LOP operations. I fly behind a carb as well. I can do LOP operations, but it takes a bit more fiddling to make it smooth. Dinking with the carb heat was one thing I found that tended to smooth things out. I also can't quite get as far LOP as some people running the larger FI big bore engines. 15-20 degrees LOP is about as far as I can get it. How successful you are depends on your particular plane, not wether or not it is carbed. Ya gotta remember the first LOP operations were in the large radials and they were all carbed. -- Frank Stutzman Bonanza N494B "Hula Girl" Hood River, OR |
#29
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Engine analyzers
Andrew Gideon wrote:
If I understand this correctly: Lean Find helps a pilot learn the temperatures. Once they're known, it doesn't really serve a purpose. Is that correct? As I don't use the LF feature, I can only speculate. But Jay's comments seem to imply this is indeed true. -- Peter |
#30
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Engine analyzers
Frank Stutzman wrote: snip Ya gotta remember the first LOP operations were in the large radials and they were all carbed. sig snip Yup, but most of them also had a big impeller between the carb and the jugs that tended to stir up/even out the mix before it went bang... TC |
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