On Jan 2, 6:56*pm, "Peter Dohm" wrote:
"WingFlaps" wrote in message

...
On Jan 2, 10:41 am, Mxsmanic wrote:

The POH for a number of small piston aircraft warn that high power and
prop
settings should not be used for extended periods. What counts as an
extended
period, and what happens to the engine if these recommended (or mandatory)
limits are exceeded?

TBF goes down.

Cheers

-------------

Actually, in the case of the smaller engines like the O-200 and O-325, I
would not hazard a guess about the effect on TBF; but I would certainly
expect that increased wear would decrease the TBO.

OTOH, let us not forget that this thread, like so many others, was started
by our favorite troll--who "flys" only simulations of turbojet powered
transport aircraft and sophisticated recip powered aircraft such as the
Beech Baron.

Therefore, keeping in mind that this is really a simulation, I respectfully
suggest the following: *In the event that Anthony has exceeded the
manufacturer's powerplant recommendations, he should simulate the required
teardown inspection of his simulated engines by ceasing use of his simulator
for a month and further by donating two months of his gross income to the
the nearest church.

All the best.

Peter *:-))))))

Remember also we pay 100 penny dollars for 100 octane low lead, and
100 penny dollars for overhaul costs. We are very careful about how we
run our IO 360. It sees full throttle a lot, but we manage rpm and
other things to reduce our real money costs. "Balls to the wall" on
takeoff to 500 feet agl most of the time, then we manage the engine
and airspeed as condtitions dictate. We baby the engine -- no shock
heating, no shock cooling, cowl flaps and cht are part of all that.

Only in extreme conditions (carrying a load of ice, of a downdraft
comes to mind) would we be operating at anywhere near the extreme
engine limits. Gee, real pilots read the same manuals and manager
their airplanes differently.