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#21
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Lycoming to approve 93 octane auto gas for O-360 & IO-360
rotor&wing wrote:
Newps;639635 Wrote: This is also why owners with constant speed props are told to always reduce manifold pressure first. If you are at 800 psi with everything wide open and you reduce rpm you have made the situation worse. The engine stays at the high pressures longer, and at a different spot relative to top dead center, because you just made the engine turn slower. All bad. Welcome once again to "Amateur Hour". Funny thing, most of the radial engines I've flown, not to mention GTSIO-520's and TSIO-540's always operate at high MP versus low RPM. Please show me in a POH where it specifically says "Do not reduce RPM before MP." That's not the point. You have to look at the example I gave. Every engine is different. For a given power setting on any engine reducing rpm makes the pressure peak last longer. Very simple since you just slowed the engine down. Reducing rpm has no effect on the internal cylinder pressure. Reducing manifold pressure does. If your engine is already below the point at which detonation can occur then it is irrelevant which you reduce first. On the IO-520 in my Bo on takeoff at sea level standard day the engine is nibbling the edge of detonation. You would be foolish to reduce rpm first just after takeoff. That's how this engine is designed. You can design the engine to handle more or less pressure, for example turbo'd engines that run 40-50 inches of manifold pressure. Run that on my 520 and all kinds of things will go flying out the cowl. It's not designed for it. So it's irrelevant that some radial engine can run oversquare. So can mine. At cruise power. But you're not going to run an IO-520 at 31 inches and 2300 rpm and get very many hours out of it. |
#22
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OK, please provide the reference from the manufacturer backing this up. |
#23
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Lycoming to approve 93 octane auto gas for O-360 & IO-360
rotor&wing wrote:[color=blue][i]
Newps;641643 Wrote: [color=green][i] rotor&wing wrote: Newps;639635 Wrote: But you're not going to run an IO-520 at 31 inches and 2300 rpm and get very many hours out of it. OK, please provide the reference from the manufacturer backing this up. The manufacturer? Are you ****tin' me? Continental and Lycoming are the last people you go to to learn how to operate your engine correctly. This is basic stuff. Contact Walter Atkinson and George Braly for the details on what's going on inside your engine. |
#24
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So using your "logic" we can only assume Beechcraft doesn't know anything about operating your Bonanza either. LOL. Like I said earlier, welcome to "Amateur Hour"........... |
#25
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Lycoming to approve 93 octane auto gas for O-360 & IO-360
rotor&wing wrote:
Newps;641976 Wrote: The manufacturer? Are you ****tin' me? Continental and Lycoming are the last people you go to to learn how to operate your engine correctly. This is basic stuff. Contact Walter Atkinson and George Braly for the details on what's going on inside your engine. Thanks for proving my point. Keep studying. You'll get it. |
#26
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#27
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Lycoming to approve 93 octane auto gas for O-360 & IO-360
rotor&wing wrote:
Newps;641976 Wrote: The manufacturer? Are you ****tin' me? Continental and Lycoming are the last people you go to to learn how to operate your engine correctly. This is basic stuff. Contact Walter Atkinson and George Braly for the details on what's going on inside your engine. Thanks for proving my point. So now the engineers and designers that designed and certified these engines don't know how they work? Brilliant. So using your "logic" we can only assume Beechcraft doesn't know anything about operating your Bonanza either. LOL. Like I said earlier, welcome to "Amateur Hour"........... You can read up on this and when your pea brain realizes the engine manufacturers are the last people to refer to for proper engine operation we'll discuss the next Old Wives Tale. That you can reduce plug fouling in a carb'd engine by leaning on the ground. http://www.avweb.com/news/savvyaviat..._198162-1.html |
#28
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While I enjoy some of Mr. Busch's writings, he's not a professional mechanic....in fact he's never actually worked as a mechanic in his life. Besides, Mr. Busch gets a lot of his information from the manufacturer. |
#29
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Lycoming to approve 93 octane auto gas for O-360 & IO-360
rotor& "wing" wrote in message ... Newps;645107 Wrote: You can read up on this and when your pea brain realizes the engine manufacturers are the last people to refer to for proper engine operation we'll discuss the next Old Wives Tale. That you can reduce plug fouling in a carb'd engine by leaning on the ground. - http://tinyurl.com/6atqtu- Wow......So now Mike Busch is smarter than the people that engineered and designed the engine. That wouldn't be hard. While I enjoy some of Mr. Busch's writings, he's not a professional mechanic....in fact he's never actually worked as a mechanic in his life. Argument from (false) authority. Besides, Mr. Busch gets a lot of his information from the manufacturer. Cite? From the article: "Why would so many aircraft manufacturers publish such bad advice in their POHs? Well for one thing, back in the 1960s and 1970s when many of the POHs were written, the relationships between EGT, CHT and ICP were not as well understood as they are today. The conventional wisdom at that time was that richer mixtures were better for the engine, and leaner mixtures were worse. A culture of fear evolved, promulgated by the flight instructors of the day: If you leaned too aggressively, you'd blow up your engine. With today's sophisticated instrumentation, we now know that this isn't true. The hottest, most stressful mixture is about 50°F ROP, and mixtures that are richer or leaner are better for the engine. At 75-percent cruise power, you want to stay well away from that worst-case mixture setting, either by operating at least 100°F ROP (preferably richer) or at least 20°F LOP (preferably leaner), take your pick." Just in case you didn't realize, the factory recommendation of 50 ROP, we've come to realize, is the WORST possible setting to run. That's your "brilliant" engineers. To this day, IIUC, the engine manufacturers still HAVE NOT procured even remotely the elaborate testing equipment that GAMI/TATurbo have developed. http://www.engineteststand.com/ |
#30
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Lycoming to approve 93 octane auto gas for O-360 & IO-360
On Jun 9, 3:16*pm, David Lesher wrote:
"JGalban via AviationKB.com" u32749@uwe writes: * If you're O-360 happens to be in a Cherokee, you can already get an auto gas STC. *Otherwise, I wouldn't hold my breath on this Lycoming move. *The autogas spec they're trying to get approved can contain oxygenates (mainly ethanol, now that MTBE is gone). * There is no real reason that FBO's can not get un-tainted gasoline. The alcohols are added in when the truck is filled. The difficulties are procedural not strategic... In some states the alcholol is required by law in auto fuel. Not sure if the refinerys are going to be interested in making a special aviation batch when they already make 100LL. -Robert |
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