Leaning Procedure for a Carbureted 182

Then you will have plug fouling issues with the O-470 for the rest of your
airplane's life.

Jim


"Jeffrey" wrote in message
. com...

Running with 100LL.

RST Engineering wrote:

Then you will have plug fouling issues with the O-470 for the rest of your
airplane's life.

Bulls**t. I've put almost 500 exclusively 100LL hours on my O-470R with
nary a single plug fouled.

Happy Flying!
Scott Skylane
N92054

What's your technique Scott?

"Scott Skylane" wrote in message
...
RST Engineering wrote:

Then you will have plug fouling issues with the O-470 for the rest of
your airplane's life.

Bulls**t. I've put almost 500 exclusively 100LL hours on my O-470R with
nary a single plug fouled.

Happy Flying!
Scott Skylane
N92054

In article ,
"Jeffrey" wrote:

What's your technique Scott?

Leeeaaaaannnn - on the ground until it almost quits,
and in the air - be aggressive - a cht/egt monitor helps! I recommend
ECI.

Tony

--

Tony Roberts
PP-ASEL
VFR OTT
Night
Cessna 172H C-GICE

"Scott Skylane" wrote in message
...
RST Engineering wrote:

Then you will have plug fouling issues with the O-470 for the rest of
your airplane's life.

Bulls**t. I've put almost 500 exclusively 100LL hours on my O-470R with
nary a single plug fouled.

Happy Flying!
Scott Skylane
N92054

Jeffrey wrote:

What's your technique Scott?


Well it's a very detailed, scientifically validated protocol, and I'll
attempt to outline the specifics he

For ground operation, I'll pull the mixture out, oh, about an inch and a
half or so, give or take.

Full rich for takeoff and climb, up to about 5000 ft or so (home base is
at sea level). Lean it a little for climbs above 5000 ft.

For cruise, pull the mixture out, oh, about an inch and a half or so,
give or take depending on altitude (pull out more at higher alt).

I have no engine monitor, so I used to pull the mix untill power loss,
then enrich slightly for cruise, but it always ended up in the same
place, so see above.

Thats it, as far as leaning goes. I cruise at 23 square, get about 150
mph on 12 gph.

I try to keep manifold pressure as high as possible. After takeoff, I
leave the throttle full, and pull back RPM to 2450. For power reduction
approaching the traffic pattern, I pull the RPM's down with the MP, down
to 2000 RPM and about 18" for pattern entry. My theory is, higher
combustion chamber pressures should help scavenge the lead better. This
theory is based on nothing but my gut.

Happy Flying!
Scott Skylane
N92054

Hi Scott

Are you at Arlington this year?

Tony

--

Tony Roberts
PP-ASEL
VFR OTT
Night
Cessna 172H C-GICE

Happy Flying!
Scott Skylane
N92054

In article ,
Scott Skylane wrote:

RST Engineering wrote:

Then you will have plug fouling issues with the O-470 for the rest of your
airplane's life.

Bulls**t. I've put almost 500 exclusively 100LL hours on my O-470R with
nary a single plug fouled.

Same here....around 800 hours and no fouling problems.

Usually leaned on the ground. Leaned at cruise regardless of altitude.
Had an EI engine scanner/monitor with 6 leads EGT/CHT.

--
Dale L. Falk

There is nothing - absolutely nothing - half so much worth doing
as simply messing around with airplanes.

http://home.gci.net/~sncdfalk/flying.html