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#31
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"Roger Long" wrote in message
.. . #&*(^%$#!)+=- Microsoft. With the budgets that world domination provides, you would think someone would have figured out that putting the Send button under the Reply button would lead to inadvertent blank replies. Larry's well-known anti-Microsoft religious bias notwithstanding, I have no idea what you're talking about. I use Outlook Express, and my "Send" button is nowhere near my "Reply Group" button. They aren't even on the same window. Never had any trouble with viruses either. "A poor carpenter always blames his tools". With Windows 98, you could move the buttons around so that didn't happen when you accidentally double clicked. Eliminating that option seems to have been one of those "Innovations that users demand." Again, I have no idea what you're talking about. I can move, add, or remove any or all of the buttons on all of the toolbars in Outlook Express. I don't know why you can't, but whatever the reason, you can't blame it on your tools. Sounds like user error to me. Pete |
#32
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In article ,
Larry Dighera wrote: Are you able to cite a credible source that supports that assertion? I'm not saying it isn't true, but I'd like to hear the input of an A&P. No, I say this from my experience and common sense. The prop next to the hub doesn't move much air. I've rarely had a hot engine while inflight, but often have temps come up while on the ground. -- 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 |
#33
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In article ,
Larry Dighera wrote: Are you able to cite a credible source that supports that assertion? I'm not saying it isn't true, but I'd like to hear the input of an A&P. No, I say this from my experience and common sense. The prop next to the hub doesn't move much air. I've rarely had a hot engine while inflight, but often have temps come up while on the ground. -- 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 |
#34
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"Daniel L. Lieberman" wrote: For the Cessna Model 152 ....... Roger has a Skyhawk. George Patterson If a man gets into a fight 3,000 miles away from home, he *had* to have been looking for it. |
#35
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"Daniel L. Lieberman" wrote: For the Cessna Model 152 ....... Roger has a Skyhawk. George Patterson If a man gets into a fight 3,000 miles away from home, he *had* to have been looking for it. |
#36
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"Roger Long" wrote in message
... [...] It worked but running the engine full power (near sea level) while leaned for best power and peak EGT with minimum airflow for the minute it took seems pretty abusive to me. Maybe you can get away with it because the CHT's have not yet risen to max. Any thoughts? What were you taught? As Dan says, there are other normal situations where you may run the engine at higher power settings while stationary for extended periods of time. The key is to pay attention to the engine gauges and make sure things don't get too hot. I do have a couple of personal experiences that may provide some insight into the wisdom of this sort of thing, one in favor and one against. The executive summary (for those who don't want to read the whole stories): -- High-power runups may or may not cause engine temperature problems. In my case, on a warm-not-hot (70 degree) day, I was able to do an extended engine runup without any risk of exceed temperature limits -- A rough mag may or may not actually be a case of plug fouling, and a high-power runup may actually temporarily mask or otherwise "fix" a problem that turns out not to be plug fouling but rather something more serious. The long versions... In the "in favor" category, I recently went up to the airport to introduce our son to the airplane. As we've done with our dog in the past, the idea was not to actually fly, but to taxi around and let him get used to the experience gradually. As part of this, I also wanted to get the engine up to temperature, as I hadn't had a chance to fly in several weeks (and didn't have time to take a flight after taxiing around and unloading my passengers). My goal was to see more than 180 degrees on the oil temperature, while keeping the CHT below redline. Keep in mind, also, that my airplane has a pusher prop, so even if on most airplanes the prop might push a little air through the engine (though I can't imagine this is a very noticeable effect, except for those planes equipped with the "power-flo" prop and cowl), I don't get even this modest effect to contribute to cooling. Well, anyway...it turned out that taxiing around did nothing to raise the engine temperatures to anything beyond the lower limits. Oil temps didn't get much higher than 130-140 or so, and the CHT gauge stayed down at around 300 (which is the bottom of the green on that gauge). I stopped at a run-up area during the taxiing and ran the engine up, but even after a couple of minutes of this, I only barely got the oil temperature above 180 degrees, while the CHT made it up to almost 400 (450 redline). Interestingly, after the runup, once I started taxiing back, the oil temperature crept up a little bit, maybe another 5 degrees or so, before starting back down again. But at no time were the engine temperatures at risk of exceeding their limits. The moral of that story is that you may actually find it difficult to get the engine temperatures too high. It will, of course, depend on outside air temperature, and the nature of the engine's cooling system (my engine has oil coolers), but I see nothing obviously wrong temperature-wise with doing higher-power runups. In the "argument against" category, I have a somewhat more disconcerting experience. You may recall earlier this summer I had a very subtle but troubling change in engine noise during takeoff, causing me to abort the flight and return to the departure airport. As part of that story went, I had my mechanic come by and inspect the airplane, and then we flew it over to his airport with him along for the ride. Before taking off, we had a rough mag, which we spent a few minutes with a high-power runup clearing. When I posted that, someone suggested it would have been better to just shut down the engine, pull the plug, and clean it by hand. At the time, I felt that was a little impractical, since a) we had no shop handy where we could pull the plug and clean it, and b) it seems like if you can clear the plug with a runup, why not do that? Well, in hindsight, I'm not sure we had a fouled plug, and if that had been the case, we would have realized that when we pulled it. Where does this hindsight come from? Well, last Sunday when I went to go flying, during the runup I discovered a rough mag again. I did the usual "increase power, lean engine" routine to try to clear the plug. When I did the mag check again, I discovered that mag was nearly dead. As soon as I switched to the mag, the engine stumbled, and then died completely. Oops. That's definitely NOT a fouled plug, unless by some incredible coincidence, all six plugs fouled simultaneously and solidly (and I've never heard of that happening). So, what did it turn out to be? The p-lead wire, where it went into the mag, had chafed against the ferrule that created the entrance into the mag. The insulation on the wire had been cut all the way through, and now the p-lead was shorting out against the magneto case! I had simply gotten to a point where it had shorted out solidly enough to have an easily detectable problem. In hindsight, it's entirely possible that the shorting had already begun back at the beginning of summer, and that it was responsible for the rough mag check we had "cleared" before. Some extra vibration at the higher power settings might have just moved the wire enough to provide normal operation, at least briefly. Had we pulled the plugs, we would have seen that they were not fouled after all, and that would have suggested to us that we had a more serious ignition problem somewhere else. Now, it might still have been a pain to diagnose. I don't know. I also don't know if it would have resulted in us not taking that flight (or all the subsequent ones I made successfully since). But I seems like we would have at least had a little more information to work with. I don't know if any of the above information helps. But it should give you food for thought, anyway. Pete |
#37
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"Roger Long" wrote in message
... [...] It worked but running the engine full power (near sea level) while leaned for best power and peak EGT with minimum airflow for the minute it took seems pretty abusive to me. Maybe you can get away with it because the CHT's have not yet risen to max. Any thoughts? What were you taught? As Dan says, there are other normal situations where you may run the engine at higher power settings while stationary for extended periods of time. The key is to pay attention to the engine gauges and make sure things don't get too hot. I do have a couple of personal experiences that may provide some insight into the wisdom of this sort of thing, one in favor and one against. The executive summary (for those who don't want to read the whole stories): -- High-power runups may or may not cause engine temperature problems. In my case, on a warm-not-hot (70 degree) day, I was able to do an extended engine runup without any risk of exceed temperature limits -- A rough mag may or may not actually be a case of plug fouling, and a high-power runup may actually temporarily mask or otherwise "fix" a problem that turns out not to be plug fouling but rather something more serious. The long versions... In the "in favor" category, I recently went up to the airport to introduce our son to the airplane. As we've done with our dog in the past, the idea was not to actually fly, but to taxi around and let him get used to the experience gradually. As part of this, I also wanted to get the engine up to temperature, as I hadn't had a chance to fly in several weeks (and didn't have time to take a flight after taxiing around and unloading my passengers). My goal was to see more than 180 degrees on the oil temperature, while keeping the CHT below redline. Keep in mind, also, that my airplane has a pusher prop, so even if on most airplanes the prop might push a little air through the engine (though I can't imagine this is a very noticeable effect, except for those planes equipped with the "power-flo" prop and cowl), I don't get even this modest effect to contribute to cooling. Well, anyway...it turned out that taxiing around did nothing to raise the engine temperatures to anything beyond the lower limits. Oil temps didn't get much higher than 130-140 or so, and the CHT gauge stayed down at around 300 (which is the bottom of the green on that gauge). I stopped at a run-up area during the taxiing and ran the engine up, but even after a couple of minutes of this, I only barely got the oil temperature above 180 degrees, while the CHT made it up to almost 400 (450 redline). Interestingly, after the runup, once I started taxiing back, the oil temperature crept up a little bit, maybe another 5 degrees or so, before starting back down again. But at no time were the engine temperatures at risk of exceeding their limits. The moral of that story is that you may actually find it difficult to get the engine temperatures too high. It will, of course, depend on outside air temperature, and the nature of the engine's cooling system (my engine has oil coolers), but I see nothing obviously wrong temperature-wise with doing higher-power runups. In the "argument against" category, I have a somewhat more disconcerting experience. You may recall earlier this summer I had a very subtle but troubling change in engine noise during takeoff, causing me to abort the flight and return to the departure airport. As part of that story went, I had my mechanic come by and inspect the airplane, and then we flew it over to his airport with him along for the ride. Before taking off, we had a rough mag, which we spent a few minutes with a high-power runup clearing. When I posted that, someone suggested it would have been better to just shut down the engine, pull the plug, and clean it by hand. At the time, I felt that was a little impractical, since a) we had no shop handy where we could pull the plug and clean it, and b) it seems like if you can clear the plug with a runup, why not do that? Well, in hindsight, I'm not sure we had a fouled plug, and if that had been the case, we would have realized that when we pulled it. Where does this hindsight come from? Well, last Sunday when I went to go flying, during the runup I discovered a rough mag again. I did the usual "increase power, lean engine" routine to try to clear the plug. When I did the mag check again, I discovered that mag was nearly dead. As soon as I switched to the mag, the engine stumbled, and then died completely. Oops. That's definitely NOT a fouled plug, unless by some incredible coincidence, all six plugs fouled simultaneously and solidly (and I've never heard of that happening). So, what did it turn out to be? The p-lead wire, where it went into the mag, had chafed against the ferrule that created the entrance into the mag. The insulation on the wire had been cut all the way through, and now the p-lead was shorting out against the magneto case! I had simply gotten to a point where it had shorted out solidly enough to have an easily detectable problem. In hindsight, it's entirely possible that the shorting had already begun back at the beginning of summer, and that it was responsible for the rough mag check we had "cleared" before. Some extra vibration at the higher power settings might have just moved the wire enough to provide normal operation, at least briefly. Had we pulled the plugs, we would have seen that they were not fouled after all, and that would have suggested to us that we had a more serious ignition problem somewhere else. Now, it might still have been a pain to diagnose. I don't know. I also don't know if it would have resulted in us not taking that flight (or all the subsequent ones I made successfully since). But I seems like we would have at least had a little more information to work with. I don't know if any of the above information helps. But it should give you food for thought, anyway. Pete |
#38
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On Sat, 9 Oct 2004 10:48:37 -0700, "Peter Duniho"
wrote in :: "Roger Long" wrote in message . .. #&*(^%$#!)+=- Microsoft. With the budgets that world domination provides, you would think someone would have figured out that putting the Send button under the Reply button would lead to inadvertent blank replies. Larry's well-known anti-Microsoft religious bias notwithstanding, I have no idea what you're talking about. I use Outlook Express, and my "Send" button is nowhere near my "Reply Group" button. They aren't even on the same window. Never had any trouble with viruses either. "A poor carpenter always blames his tools". With Windows 98, you could move the buttons around so that didn't happen when you accidentally double clicked. Eliminating that option seems to have been one of those "Innovations that users demand." Again, I have no idea what you're talking about. I can move, add, or remove any or all of the buttons on all of the toolbars in Outlook Express. I don't know why you can't, but whatever the reason, you can't blame it on your tools. Sounds like user error to me. Pete As a M$ programmer, you are about as friendly as the tools written by M$. :-( |
#39
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On Sat, 9 Oct 2004 10:48:37 -0700, "Peter Duniho"
wrote in :: "Roger Long" wrote in message . .. #&*(^%$#!)+=- Microsoft. With the budgets that world domination provides, you would think someone would have figured out that putting the Send button under the Reply button would lead to inadvertent blank replies. Larry's well-known anti-Microsoft religious bias notwithstanding, I have no idea what you're talking about. I use Outlook Express, and my "Send" button is nowhere near my "Reply Group" button. They aren't even on the same window. Never had any trouble with viruses either. "A poor carpenter always blames his tools". With Windows 98, you could move the buttons around so that didn't happen when you accidentally double clicked. Eliminating that option seems to have been one of those "Innovations that users demand." Again, I have no idea what you're talking about. I can move, add, or remove any or all of the buttons on all of the toolbars in Outlook Express. I don't know why you can't, but whatever the reason, you can't blame it on your tools. Sounds like user error to me. Pete As a M$ programmer, you are about as friendly as the tools written by M$. :-( |
#40
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"Larry Dighera" wrote in message
... As a M$ programmer, you are about as friendly as the tools written by M$. :-( Friendly? What do you about friendliness in general? And more importantly, what do you know about MY friendliness specifically? Nothing, that's what. (By the way, I have not worked at Microsoft for years). In any case, everything I wrote about Outlook Express is true. I don't know what Roger's problem is, but it has nothing to do with what you can and cannot do in Outlook Express. I'll say this much for you...you certainly don't miss a chance to express your anti-Microsoft religious views. What was that they said about consistency and little minds? |
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Thread | Thread Starter | Forum | Replies | Last Post |
Clearing a fouled plug | Roger Long | Piloting | 3 | July 6th 04 05:53 AM |