This is why we do runups

The particular O-320 in our 172N is the sweetest running aircraft engine I
have ever known. We maintain it rigorously and proactively and lean
aggressively for all ground operations. I have not had to clear a mag once
in the 880 hours since it was installed.

I flew the plane the day before yesterday, 15 hours out of annual with new
plugs installed. I remember being impressed again with how smooth it was.
Two of our more experienced pilots flew it after me and the last confirmed
that it was smooth when shut down.

The next morning, I started it up and taxied to the run up area. When I did
the mag check, the left was rough. The right was so rough that the airframe
was shaking visibly. There was no question about flying the plane.

When the plugs were removed, all were found fouled and one was completely
bridged. The engine ran acceptably on runup but was not as smooth as
before. It gradually returned to normal on a 4 hour flight. We're still
trying to figure out what happened. (Wild ass guesses appreciated)

The lesson here is that fouling isn't always something that gradually gets
worse. It can build up quietly and then show itself suddenly when the
electricity goes through the crud instead of the mixture. This could have
happened on a lunch time stop over, running perfectly at shutdown and then
sick after start up and a 5 minute taxi. A rough, weak engine will probably
get you down safely if it goes bad in flight but may put you in the trees on
a tight takeoff.

Don't skip that runup just because it was running fine 15 minutes ago!

--
Roger Long

"Roger Long" om wrote in message ...
snip
I flew the plane the day before yesterday, 15 hours out of annual with new
plugs installed. ==========

The next morning, I started it up and taxied to the run up area. When I did
the mag check, the left was rough. The right was so rough that the airframe
was shaking visibly. There was no question about flying the plane.

When the plugs were removed, all were found fouled and one was completely
bridged. The engine ran acceptably on runup but was not as smooth as
before. It gradually returned to normal on a 4 hour flight. We're still
trying to figure out what happened. (Wild ass guesses appreciated)

OK, here's my WAG. You replaced all of the plugs and they all
started fouling. Did you replace the plugs with the same brand and
heat range? Most O-320 installations have a list of acceptable heat
ranges for the plugs. I've found over the years that there is usually
one specific heat range which will prevent fouling and work perfectly
in a specific installation. It's usually found by trial and error
and when you do find it, you stick with it.

John Galban=====N4BQ (PA28-180)

Roger,

You have people who are running the engine full rich all the time. It
was not built for 100LL fuel, so it needs to be leaned in cruise and
in descent and in climb above 5,000 density altitude. It doesn't hurt
to lean it when taxiing as well, but do so very aggressively, so that
if you forget to go to full rich before takeoff it will quit on you
rather than make a takeoff with the mixture other than at full rich.

Once you lean the airplane for cruise you need not change the mixture
on the descent. The checklist says to enrichen as necessary to avoid
roughness, so don't enrichen the mixture unless the engine runs rough.
When you run the prelanding checklist on downwind and pull the carb
heat, that's a pretty good time to go to full rich (if you want to) in
anticipation of a go around. Otherwise, leave it where it is until
you pull it the rest of the way out to shut the engine down as you
park. If you make a go around, push the mixture to rich, carb heat to
cold and apply full throttle. Some folks don't like the extra work
with the mixture at that time, so they go to full rich on downwind,
base or final to be ready for a go around. They lean again after
turning off of the runway to avoid plug fouling.

All the best,
Rick

"Roger Long" om wrote in message ...
The particular O-320 in our 172N is the sweetest running aircraft engine I
have ever known. We maintain it rigorously and proactively and lean
aggressively for all ground operations. I have not had to clear a mag once
in the 880 hours since it was installed.

I flew the plane the day before yesterday, 15 hours out of annual with new
plugs installed. I remember being impressed again with how smooth it was.
Two of our more experienced pilots flew it after me and the last confirmed
that it was smooth when shut down.

The next morning, I started it up and taxied to the run up area. When I did
the mag check, the left was rough. The right was so rough that the airframe
was shaking visibly. There was no question about flying the plane.

When the plugs were removed, all were found fouled and one was completely
bridged. The engine ran acceptably on runup but was not as smooth as
before. It gradually returned to normal on a 4 hour flight. We're still
trying to figure out what happened. (Wild ass guesses appreciated)

The lesson here is that fouling isn't always something that gradually gets
worse. It can build up quietly and then show itself suddenly when the
electricity goes through the crud instead of the mixture. This could have
happened on a lunch time stop over, running perfectly at shutdown and then
sick after start up and a 5 minute taxi. A rough, weak engine will probably
get you down safely if it goes bad in flight but may put you in the trees on
a tight takeoff.

Don't skip that runup just because it was running fine 15 minutes ago!

Rick,

That's pretty much the way I fly the plane although I land at a partially
leaned setting I know from experience will give me full power without
stumbling if I have to go around and forget the mixture.

I've posted stuff on our club web site about leaning and preach it every
chance I get. Everyone I've talked to assures me that they are leaning.
Than, I talked to someone today who said, "I lean all the time but I never
pull it out more than an inch because I'm afraid of overheating it." Ah,
the picture is becoming a little clearer. That engine hardly feels it at an
inch.

This engine has an unusually good mixture distribution for an O-320. There
is very little roughness or stumbling before it quits and it's easy to stall
leaning to the max on the ground. I think this makes people gun shy about
seeing too much shiny metal ahead of the red knob.

I guess I've got to push the issue more. It's hard though to change long
time habits learned from revered CFI's who had 10 times the hours I have.
We had three hours shop time instead of three hours flight time yesterday.
Price of habit I guess.

--
Roger Long

One thing to remember is that for most operations, even at sea level, full
rich is too rich. Consider this: The full rich mixture setting must not be
too lean for any condition likely to be encountered, as the pilot obviously
has no way to further enrich the mixture. But at -30 C at sea level (a temp
sometimes seen in winter in many parts of the country) and barometric
pressure of 29.92", density altitude is MINUS 5900 feet! If full rich
mixture is not too lean for those conditions it sure as heck will be too
rich at sea level in standard conditions. I'm not advocating leaning for
takeoff at or close to sea level, as a rich mixture may be required for
adequate cooling, but I always start to lean fairly early in the climb.

-Elliott Drucker

Elliot, you can expect the leaning police to come and take you away...
Heresy, that's what it is, heresy....
Denny
wrote in message
...
One thing to remember is that for most operations, even at sea level, full
rich is too rich.

Rick, good advice... Everyone operates a bit differently... For a routine
approach and landing I leave the mixture and prop set at cruise the whole
way until shutdown on the ramp... If I need to go around it is a burned in
habit that everything goes to the firewall with one, fingers spread wide,
push....
That will change if I am landing at a fly-in with oodles of traffic or if
the weather is rough and scummy, then I will bring the props up to 2500 and
mixture 90% rich about the time I turn final, since the odds that I will
need to jockey the power are greater in those conditions...

Denny
"Rick Durden" wrote in message
m...
Roger,

You have people who are running the engine full rich all the time. It
was not built for 100LL fuel, so it needs to be leaned in cruise and
in descent

(Rick Durden) wrote in message om...
snip
When you run the prelanding checklist on downwind and pull the carb
heat, that's a pretty good time to go to full rich (if you want to) in
anticipation of a go around. Otherwise, leave it where it is until
you pull it the rest of the way out to shut the engine down as you
park. If you make a go around, push the mixture to rich, carb heat to
cold and apply full throttle. Some folks don't like the extra work
with the mixture at that time, so they go to full rich on downwind,
base or final to be ready for a go around. They lean again after
turning off of the runway to avoid plug fouling.


Argh! This business about going to full rich in anticipation of a
go-around might be OK for flatland pilots, but it is not a good
practice generally. If you are at a high density altitude (could be a
med. altitude airport in the summer), going full rich for landing
might leave you in the trees if you attempt a go around. I've seen
this happen more times than I care to remember.

Rather that repeating the inaccurate landing checklist item,
"mixture - full rich", how about a new one. "Mixture - set
appropriately".

John Galban=====N4BQ (PA28-180)

"Rick Durden" wrote in message
m...

Once you lean the airplane for cruise you need not change the mixture
on the descent. The checklist says to enrichen as necessary to avoid
roughness, so don't enrichen the mixture unless the engine runs rough.

Yes, but that statement should be further qualified by saying that descents
should be made at less than 75% power or else EGT and CHT could exceed
operating limits. 65% power sounds like a good number. Some carbed engines
with good fuel distribution will run smooth when too lean (close to peak,
either rich or lean of peak).

Jim,

Yes, but that statement should be further qualified by saying that descents
should be made at less than 75% power or else EGT and CHT could exceed
operating limits. 65% power sounds like a good number. Some carbed engines
with good fuel distribution will run smooth when too lean (close to peak,
either rich or lean of peak).

Actually, that doesn't make sense. I think you may mean
"inappropriately" lean, rather than too lean. The worst spot is about
50 degrees rich of peak when at high power as that is generally max
for CHT and BMEP. So long as you are richer or leaner than that, you
aren't going to hurt the engine. Leaner is generally better in terms
of keeping temps down and plugs from fouling, so long as the engine
runs smoothly.

All the best,
Rick