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AKA
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AKA
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Your Source
FOR EVERYTHING
and
MORE!
Power charts data taken
from TCM IO-550 engine manual.
| Many moons ago was a flight with
the late Ken Shoup; the original founder of All American Aircraft.
Within that flight Ken demonstrated how cool the cylinders were running
lean of peak. They were about 35 degrees cooler than running 50 ROP
(rich of peak). I was pretty amazed at seeing that drop in temperatures
occur. Make no mistake that heat is an enemy of any engine as is carbon
buildup. Carbon develops in an engine from running too much fuel through
it i.e.. running rich. When leaning ROP; you can only lean to the
hottest cylinder therefore the other cylinders are getting too much
fuel. In our air cooled engines excess fuel is often used for cooling.
Case and point was the change in the original Mooney 231 engine from GB
to LB. The only basic change in those two engines were the fuel delivery
system where the LB change ran more fuel through the engine. Adding rich
mixture to the GB engine made about the same difference in operating
temps. The useful life of the LB engine didn't do much if anything to
add longevity to that engine. However whether a GB or an LB, adding Gami
Injectors to those engines is an amazing upgrade and every 231 should
have a set. With Gami's running lean of peak changes fuel flow from an
average of 12.7 GPH to just above 10!
It is important to fully understand LOP (Lean of Peak) operation. If you do that in a Lycoming 4 banger; Lyc says you can't hurt that engine running LOP even if you lean to rough. However more powerful engines can also benefit, but having the aid of a Graphic Engine Analyzer will make it a more exact science because if you are just "winging" LOP on more powerful engines you could do some damage. Some hold to the rule of thumb to run LOP at no more than 65% power, but I know of many airplane owners that run LOP at 75% power and they seem to be having fewer engine problems than those who lean to 50 degrees ROP. There should be less spark plug fowling and you'll get a cleaner burn chamber running LOP. It is important to keep in mind that if you are a ham-handed type; over-leaning can and will cause engine damage burning valves in the process. There is much written about running engines LOP and it would be good to spend a few hours reviewing articles on the subject. However, next time you're up boring sky holes; slowly lien your engine to around 50 LOP and then monitor the temperatures. You will find that the engine temperature cools off considerably. Keep in mind that when running LOP, you use care and take your time and to be sure to re-check your settings because there is often a lag until temperatures fully stabilize. It's a little more work to set up for proper LOP operation; but well worth it in the pocket book for fuel and even engine longevity in many cases. The benefits of running LOP (properly) will be less carbon emissions into the atmosphere; appreciable savings on your fuel bill, reducing internal carbon buildup, extending range, and of course the side effect of that is that you can often leave some fuel behind picking up more useful load in the process. Because of each brand or size of the engine should have its own specific LOP procedures we will not attempt to specify examples on how to lean each one to LOP; you can Google your particular engine and eventually develop the correct procedure. A good starting place is an article I recently read by AvWeb here: http://www.avweb.com/news/airman/are_you_wasting_avgas_196816-1.html. With fuel being one of the main expenses of flying; you would do well to fly a bit slower, but help save the atmosphere as well as your fuel purchase dollars. Fly Green!
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IN CELEBRATION OF OUR
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Fly safe; Fly a Mooney!
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zef 
You know dats right!
NAVIGATION
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