"Matt Barrow" wrote in message
...

"A. Smith" wrote in message
om...

"Matt Whiting" wrote in message
...

I think the point is that it is the temperatue seen by the exhaust pipe
that matters, not whether it is LOP or ROP. And the temps mentioned by
Mr. Dawley sound more like runnint at peak, rather than either side.
People seem to automatically blame running on the lead side and that
simply isn't supported by the data. It is an old wives tale pure and
simple.


Matt

Which is my point, people think they know how to run LOP but actually are
running at peak, causing damage. The guy at Dawley didn't say running
LOP did the damage, just that when the LOP operation began being pushed
is when the damage started showing up.

That's a nice stretch of the original quote....and I've heard of mechanics
finding all sorts of damages from running LOP when the engine was not run
LOP at all. It's been a favorite excuse for years.

Remember that for YEARS, the favorite leaning technique was to lean to
peak, then enrich slightly (which would put temps at about 50ROP, the "Red
Box"

Red Box = No Fly Zone
At and below about 60% power, there is no red box.
At about 65% power or so, 100ºF ROP to Peak.
At about 70%, 125ºF ROP to 25ºF LOP.
At about 75%, 180ºF ROP to 40ºF LOP.
At about 80%, 200ºF ROP to 60ºF LOP

Which orifice did you pull these numbers from?

Before you stick your foot into it even deeper, read this and pay
particular attention to the charts and graphs:
http://www.avweb.com/news/columns/182084-1.html

Don't worry about the text so much as the graphical data.


Do you even bother to read what you cite? Look at the gauges in the
aircraft panel in the article you quote. The LH EGT shows 1595 degrees and
the RH shows 1585 degrees. Both seem pretty near the 1600 degrees that
softens stainless. Why do they use these particular power settings? To
manipulate the data in their favor.