Nasa Icing courses

I think you're thinking of "Ney Nozzles."

http://www.chuckneyent.com/neynozzle.html
Karl
"Curator" N185KG

In rec.aviation.owning Stan Prevost wrote:
: If the mixture is set to spec, it is not necessary to lean for ground ops,
: since it is already lean enough to prevent plug fouling. Ground leaning is
: effective only if leaned back to the edge of idle cutoff, anyway.

: The Lycoming manual doesn't seem to have any tables for adjusting RPM rise
: for density altitude. If it is leaned to the 5RPM rise spec at a high
: altitude airport, I wonder if it might be too lean at a low-altitude
: airport, with no way to enrichen it.

Not to mention seasonal variation. With temperatures in Virginia in the 60s
(!) the past weeks it's difficult to even do it for winter/summer... not to mention
density altitude.

I ground lean mine... typically right on the edge of idle cutoff. It's enough
so that anything over 1200 RPM will cause the engine to stumble. That way it will be
periodically run extra-lean during the taxi and help reduce plug fouling. Can't hurt
the engine with leaning at such low power and it's impossible to runup or takeoff
without enrichening.

-Cory


--

************************************************** ***********************
* Cory Papenfuss *
* Electrical Engineering candidate Ph.D. graduate student *
* Virginia Polytechnic Institute and State University *
************************************************** ***********************

Lycoming is starting to offer roller tappets.

Roller tappets however will increase the Herzian compressive stresses
on the cam (and on the roller) when compared to a flat tappet surface.
It isn't necessarily a cure all.

I suspect radial engines use roller tappets because of the
comparatively high velocities between the cam and the tappet.

I have always thought that airplane owners would be wise to find a pilot
familiar with their type of aircraft who meets the "open pilot" requirements
of their insurance, and have that pilot fly the airplane for an hour once a
week. Cost to the owner compared to the cost of maintenance should be
minimal. Only hurdle I can think of is some anal FAA guy busting the
volunteer pilot for logging hours (compensation?) with only a private
ticket. Maybe I'm just paranoid.

Bob Gardner

"Jay Honeck" wrote in message
news:rh1wf.471795$084.27584@attbi_s22...
Whenever I see less than 200 hours on an engine in a year, it seems like
there are tales of destruction of an engine to follow.

???

That describes almost every privately owned aircraft at our airport. Only
trainers routinely put on more than 200 hours per year.

Mary and I fly more than anyone at the airport, and we just barely put 200
hours on last year.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

Bob Gardner wrote:

Only hurdle I can think of is some anal FAA guy busting the
volunteer pilot for logging hours (compensation?) with only a private
ticket. Maybe I'm just paranoid.

Maybe not. Perhaps you could "rent" the plane to him or her for a nominal sum.
Do you get into the 100 hour inspection requirement if you do that?

George Patterson
Coffee is only a way of stealing time that should by rights belong to
your slightly older self.

With regard to severe leaning on the ground, does hot summertime temps make
a difference? Long taxis or long hold shorts? I made the "lean the sh!t out
of it on the ground" comment at a flying club meeting once, & one of the
guys flipped.


wrote in message
...
In rec.aviation.owning Stan Prevost wrote:
: If the mixture is set to spec, it is not necessary to lean for ground
ops,
: since it is already lean enough to prevent plug fouling. Ground leaning
is
: effective only if leaned back to the edge of idle cutoff, anyway.

: The Lycoming manual doesn't seem to have any tables for adjusting RPM
rise
: for density altitude. If it is leaned to the 5RPM rise spec at a high
: altitude airport, I wonder if it might be too lean at a low-altitude
: airport, with no way to enrichen it.

Not to mention seasonal variation. With temperatures in Virginia in the
60s
(!) the past weeks it's difficult to even do it for winter/summer... not
to mention
density altitude.

I ground lean mine... typically right on the edge of idle cutoff. It's
enough
so that anything over 1200 RPM will cause the engine to stumble. That way
it will be
periodically run extra-lean during the taxi and help reduce plug fouling.
Can't hurt
the engine with leaning at such low power and it's impossible to runup or
takeoff
without enrichening.

-Cory


--

************************************************** ***********************
* Cory Papenfuss *
* Electrical Engineering candidate Ph.D. graduate student *
* Virginia Polytechnic Institute and State University *
************************************************** ***********************

Steven Barnes wrote:

With regard to severe leaning on the ground, does hot summertime temps make
a difference? Long taxis or long hold shorts? I made the "lean the sh!t out
of it on the ground" comment at a flying club meeting once, & one of the
guys flipped.

Leaning during high ground temperatures should not cause excessive cylinder
temperatures since you are taxiing at very low RPMS.

The C172SPs (fuel-injected engines) at my former flight school always
experienced fouled plugs if the students/renters failed to lean for ground
operations.

--
Peter

I have always thought that airplane owners would be wise to find a pilot
familiar with their type of aircraft who meets the "open pilot"
requirements of their insurance, and have that pilot fly the airplane for
an hour once a week. Cost to the owner compared to the cost of maintenance
should be minimal. Only hurdle I can think of is some anal FAA guy busting
the volunteer pilot for logging hours (compensation?) with only a private
ticket. Maybe I'm just paranoid.

I'm friends with a CFI in Wisconsin who used to do just that.

For a nominal fee (like, beer or lunch?), he would "exercise" planes each
week. That's how I managed to get time in an Ercoupe, by tagging along.

He built time, and the owners were happy to know that their engines weren't
being trashed by inactivity.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

"George Patterson" wrote in message
news:v2Ywf.2512$rS4.2361@trndny05...
Maybe not. Perhaps you could "rent" the plane to him or her for a nominal
sum. Do you get into the 100 hour inspection requirement if you do that?

Not unless he uses it for instructing. Renting a plane does not put in the
"For Hire" category that necessitates 100 hour inspections.

On Mon, 09 Jan 2006 16:10:22 GMT, George Patterson
wrote:

As several others have pointed out, circulation of the oil isn't the problem
with the cam lobes. Those are lubricated by splash from the crank. I've never
seen any claims that this differs much from splash while in flight, though.

I actually thought this was a joke when I read it in a previous post.
You mean to tell me that the cam REALLY gets it's lubrication from
splash?

The crankshaft has to whip it's throws into the oil in the oil pan so
that the oil gets whipped around inside the engine and THAT's how the
cam gets oiled?

Lordy, thought that technology went out with Model T's

I can't think of a single engine in the automotive world that depends
on splash oil to lubricate anything.

No wonder auto oil is not supposed to be used in airplane engines.

Corky Scott