I fly with a different set of rules, in the care and feeding of the Continental TSIO 360 in my Mooney, where running lean of peak is not really practical. There is no real limit to the "red box", since my engine can make 75% of rated power to its service ceiling of 24,000' ISA. Cylinder head temperatures, TIT temp and oil temps can exceed book limits quite easily at regular cruise speeds, but with the power back to 58-63% power, I can lean aggressively and still keep the temps happy, in fact, leaning can be a helpful tool in helping keep engine temperatures warm and even, when descending in cool air. So, the drill is to lean responsibly in cruise, since I cruise most of the time in the 65% range, but when powered below about 60%, I can run LOP, with judicious use of cowl flaps.
Mike Bush is wealth of engine info.
Thank you for the advice.
Airplanes and excel nerds. Awesome vid!
How about a video on RPMs the effect of using a lower RPM vs high RPM
F33A with an IO550…. I’ve been doing this same thing for years.
Hi Jason....I see you have checked on Mike's Saavy Aviation .....¿ what about setting lower RPM,S?
Hi Alejandro, at the altitude I fly going to a lower RPM just loses airspeed. The engines are only producing maybe 55% power so I won’t go any lower.
Nice idea to fly over (rather than under and around) Bravo airspace, if only to annoy ATC.
I fly with a different set of rules, in the care and feeding of the Continental TSIO 360 in my Mooney, where running lean of peak is not really practical. There is no real limit to the "red box", since my engine can make 75% of rated power to its service ceiling of 24,000' ISA. Cylinder head temperatures, TIT temp and oil temps can exceed book limits quite easily at regular cruise speeds, but with the power back to 58-63% power, I can lean aggressively and still keep the temps happy, in fact, leaning can be a helpful tool in helping keep engine temperatures warm and even, when descending in cool air. So, the drill is to lean responsibly in cruise, since I cruise most of the time in the 65% range, but when powered below about 60%, I can run LOP, with judicious use of cowl flaps.
excellent.. I was going to ask you about Mike Busch's running a 310 WOT, LOP and monitoring CHT rather than EGT..
Mike Busch's 310 is Turbo, Jason's appears to be normally aspirated
More video please