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#1
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Leaning for taxi
Earlier this summer I had a problem with a 400 rpm or so mag drop
during runup. Leaning aggressively at 2100 rpm solved the problem, but it recurred on numerous occasions. I tried leaning aggressively during all taxi operations, to the point that the engine would barely run, and that seems to have solved the problem. No unacceptable mag drop now for the past month. And a lower throttle setting can be used to achieve the same taxi rpm as in the past, where the leaning procedure was "pull the mixture out an inch or so from full rich" (my home base, 2V2, is just over 5000 feet elevation). But I still use the same "lean to peak rpm then enrichen slightly" pre-takeoff procedure as I always have at this altitude. What do folks think of this procedure? Can it harm the engine? It's a Lycoming O320-D2G in a Skyhawk. Thanks in advance. Jim Rosinski N3825Q |
#2
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Hi Jim,
I'm at 2V2 as well. I lean for taxi in my TR-182, (IO-540) although not as aggressively as you seem to. Full rich for takeoff, because of the turbo. By the way, I'm always looking for a safety pilot if you want to trade some time... Michael "Jim Rosinski" wrote in message om... Earlier this summer I had a problem with a 400 rpm or so mag drop during runup. Leaning aggressively at 2100 rpm solved the problem, but it recurred on numerous occasions. I tried leaning aggressively during all taxi operations, to the point that the engine would barely run, and that seems to have solved the problem. No unacceptable mag drop now for the past month. And a lower throttle setting can be used to achieve the same taxi rpm as in the past, where the leaning procedure was "pull the mixture out an inch or so from full rich" (my home base, 2V2, is just over 5000 feet elevation). But I still use the same "lean to peak rpm then enrichen slightly" pre-takeoff procedure as I always have at this altitude. What do folks think of this procedure? Can it harm the engine? It's a Lycoming O320-D2G in a Skyhawk. Thanks in advance. Jim Rosinski N3825Q |
#3
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"Jim Rosinski" wrote in message
om... Earlier this summer I had a problem with a 400 rpm or so mag drop during runup. Leaning aggressively at 2100 rpm solved the problem, but it recurred on numerous occasions. I tried leaning aggressively during all taxi operations, to the point that the engine would barely run, and that seems to have solved the problem. No unacceptable mag drop now for the past month. And a lower throttle setting can be used to achieve the same taxi rpm as in the past, where the leaning procedure was "pull the mixture out an inch or so from full rich" (my home base, 2V2, is just over 5000 feet elevation). But I still use the same "lean to peak rpm then enrichen slightly" pre-takeoff procedure as I always have at this altitude. What do folks think of this procedure? Can it harm the engine? It's a Lycoming O320-D2G in a Skyhawk. Thanks in advance. Jim Rosinski N3825Q A buddy at work and I are both pilots, and we rent two different Skyhawks. He told be about a similar experience. His instructor (and owner) told him that a plug in one cylinder kept fouling, and at runup, put it up to 2500 for 20 seconds to clear it out. I don't know if this is at all similar, but just rang a bell for some reason... Adam |
#4
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"Full rich for taxi" is an anachronism. Always lean for taxi.
Bob Gardner "Jim Rosinski" wrote in message om... Earlier this summer I had a problem with a 400 rpm or so mag drop during runup. Leaning aggressively at 2100 rpm solved the problem, but it recurred on numerous occasions. I tried leaning aggressively during all taxi operations, to the point that the engine would barely run, and that seems to have solved the problem. No unacceptable mag drop now for the past month. And a lower throttle setting can be used to achieve the same taxi rpm as in the past, where the leaning procedure was "pull the mixture out an inch or so from full rich" (my home base, 2V2, is just over 5000 feet elevation). But I still use the same "lean to peak rpm then enrichen slightly" pre-takeoff procedure as I always have at this altitude. What do folks think of this procedure? Can it harm the engine? It's a Lycoming O320-D2G in a Skyhawk. Thanks in advance. Jim Rosinski N3825Q |
#5
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In article ,
Jim Rosinski wrote: I tried leaning aggressively during all taxi operations, to the point that the engine would barely run, I started doing this when I bought my plane. Eventually I quit pushing the mixture to full rich at start. I only push it in about an inch now when it first catches, and I don't advance it until I do the runup. -- Ben Jackson http://www.ben.com/ |
#6
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"Jim Rosinski" wrote in message om... Earlier this summer I had a problem with a 400 rpm or so mag drop during runup. Leaning aggressively at 2100 rpm solved the problem, but it recurred on numerous occasions. I tried leaning aggressively during all taxi operations, to the point that the engine would barely run, and that seems to have solved the problem. No unacceptable mag drop now for the past month. And a lower throttle setting can be used to achieve the same taxi rpm as in the past, where the leaning procedure was "pull the mixture out an inch or so from full rich" (my home base, 2V2, is just over 5000 feet elevation). But I still use the same "lean to peak rpm then enrichen slightly" pre-takeoff procedure as I always have at this altitude. What do folks think of this procedure? Can it harm the engine? It's a Lycoming O320-D2G in a Skyhawk. Thanks in advance. Summertime density altitude at KEDW is almost always over 5Kft. We pull the mixture out before we leave the chocks. |
#7
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#8
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You may have an ignition problem occurring that is being masked by
running the engine for a while, so that it appears that running lean for a while clears it up. You may want to have your plugs tested at your next oil change (or sooner). |
#9
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Jim,
What do folks think of this procedure? Can it harm the engine? Good procedure. You cannot harm an engine by leaning it during taxi. You might want your mechanic to adjust idle mixture. If, at idle, you pull out the mixture slowly, you should see a 25 to 50 rpm rise in RPM just before the engine quits - that's the correct setting. OTOH, if you adjust it for your field altitude, you might have problems at lower altitude fields. -- Thomas Borchert (EDDH) |
#10
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What do folks think of this procedure? Can it harm the engine? It's a
Lycoming O320-D2G in a Skyhawk. Thanks in advance. Can you get the autogas STC for that engine? We had the O320 in our Warrior, and unleaded autogas completely eliminated failed mag checks, and the need to lean over-aggressively. And, of course, it saves you ten bucks an hour. -- Jay Honeck Iowa City, IA Pathfinder N56993 www.AlexisParkInn.com "Your Aviation Destination" |
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