Airplane engine tips - lean like a pro
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- Опубліковано 15 вер 2024
- Engine leaning tips and tricks from Cirrus Instructor Mike. How to lean the engine, leaning during a climb, and leaning on descent. Plus setting up a descent profile. All using the engine temperatures and gauges and not Cirrus Lean Assist.
Flying in VH-EYZ a Cirrus SR22 with Cirrus Standardised Instructor Pilot (CSIP) Mike Walden, this training flight can show you how I lean my engine when flying. We also setup a long descent using the Garmin G430 and discuss leaning and speed management on descent. I was asked to share this video on this channel, but PLEASE chat with your flying instructor and check your aircraft's POH before trying anything you see here.
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Tracks by Epidemic Sounds.
VERY IMPORTANT: I am a private pilot and am NOT qualified to give flying instruction. This video, like all videos on this channel, has been significantly edited from the original source footage and is provided for entertainment purposes only. Many radio calls and procedures have been omitted. If you have any questions about anything you see or hear, please speak to a Certified Flying Instructor first.
Great video, love your instructor. The leaning technique is great and the profiles for climbs and descent. Very educational!
These are my favorite kind of aviation videos. Informative and interesting and no annoying background music. Just the sound of the radios and the engine. Some folks who used to have informative and interesting videos are now putting out nothing more than sped up in flight videos with crappy music. Thanks for this one Stef.
One of the BEST yet...love all that "nerdy stuff" about light aircraft and flying....Mike seems to be the go to man for Cirrus...genius!! Thanks Stef and the scenery was stunning!!
Great to see Mike mentioning 380dF as a limit. There is plenty of data backing up that value as the safe limit despite Continentals ludicrous 460dF limit. Nice to see juicier video aimed at encouraging at a bit more curiosity as to what is happening up the front. Most pilots sit there in blissful ignorance not really knowing what those screens are telling them.
Stefan, in this video you demonstrated your great knowledge of your aircraft with the instructor who gave some great tips ✈️
Great video. Less glamourous than flying to East Timor perhaps but still pretty damn interesting and useful info.
Was just taxiing back when I heard your run up bay call, mad love especially flying from YMMB
Now that’s a cool, laid back instructor! Very nice.
Super interesting sfef,thanks,the more nerdy/geeky the better👍😎😉
Another top post, well put together, great info, not to short not to long. " Im British , I can't see rips, I only see inviting water " hahaha love it.
As a Cirrus pilot, that was one of your best vids yet! Keep it up!
Great tips!
Excellent vid sir. As always! I really enjoyed the nerd out sesh. Mike Busch has been mentioned in the comments, and I'll say that his Savvy Aviation is here on the UA-cams. I've owned many planes over the years, and I certainly have used his advice. Saved me much headaches, bloody knuckles and money. His books are, as you would say, bloody good, and are a great reference for a knowledge base. Lemme know when you get to Alaska I know a guy!
Great vid Stef, I learned a lot. Thanks
Hello Stefan!
Two weeks UA-cam suggested your channel to me, and now I almost seen all of your episodes! Thanks for the great content!
Question: in your commercial flights you often share with us everything there is to see around your seat.... air vents, leg room, sockets, etc etc etc etc and etc..... but in the sirus, I don’t remember you ever did such kind of thing! And I would like a video about that..... from the front and the back seats. Maybe you can also tell us something about limits of the aircraft: service sealing, max speed, rate of climb.... maximum range etc etc and etc!
Thanks again for the great video’s and waiting for more to come!
Greetings from Ameland Airport (EHAL) (great parking for sirus aircrafts, and good coffee and cheap fuel ⛽️).
Much appreciate these type of "nerdy" videos. Of course, we don't use it for instruction, but I find them SUPER helpful and education. Can you please do more like these?! Maybe do one on the Garmin 430 and/or autopilot stuff.
My head is spinning. Excellent video. (The best thing about seeing it turn brown in Australia is knowing it's turning green in Carolina.)
Great vid, thank you. Very interesting comment about keeping the MFD on map view so you can check two temps vs 12. I’ll try that on my next flight!
Mike is a very intelligent and switched on instructor. I bet he knows a thing or two about flying the SF50.
Never knew you were a Brit Stef. Well done escaping this drearly little island. Good on you pal :-)
Brilliant Stef, flying these techniques this weekend to sort out this new EDM. New AA5B flyer.
Thanks for the tips. Especially the decent. I learned something new
I taxied past EYZ on Wednesday, I presume this was when you filmed this? Great day in the skies, very busy!
Yes! Another flying video! Awesome.
Good information Stefan. Thank you
Great tips. Thanks Stef. PS. Hope your enjoying the new purchase 😃
That was super interesting and helpful, thanks!
Yay Mike’s back 👍
Great vid Stef!! Really informative
Love your lessons
This was a Cirrusly good video. I’m waiting for you to take us for a walk down that track you mentioned as well. I always wonder what it would be like “down there” if I drove or walked it.
Leaning step 1: Refer to Saavy Aviation webinars - everything you need to know with full explanations on how it affects your engine!
Great video, Hi from the Uk. 👍
I dont understand why this is still a thing you need to do manually in a fuel injected High performance Engine.
@CirrusAircraft put a rotary knob that sets engine modes. so position 1 takeoff/max power position 2 rich cruise position 3 Lean Cruise. and have the engine management target the correct air fuel ratios.
leaving setting like this to people to manually achieve makes errors possible
As a non aviator but interested in flying (obviously if I’m watching your channel) I have another engine question. A number of videos ago I asked about the amount of maintenance aircraft engines needed and why they did. This time, I’m interested in understanding why you have to do so much engine tweaking. Remember, I’m coming from a car where you start it and go. I would think that technology today could far better manage your engine just like a FMS manages your flight. Thanks for any insight.
Stefan, Just noticed perviously you'd a dual Garmin GNS 430W and you switch to GTN 650 recently. Wondering why you didn't choose Avidyne IFD 440 which was a direct replacement to your exciting panel with minor installation cost. Especially when you have a Avidyne DFC90 autopilot and Avidyne Entegra system! Love to hear your thoughts! Thanks
Not a pilot but I enjoyed that for some reason. I see a mix a metric and imperial measurements on the displays (gosh even talking inches). I suppose this multilingual approach that just becomes normal?? Edit- I'm in Au.
1500ft/minute climb 😳😳 damn that’s amazing
Look at Mike Patey's "Turbulence" doing 8000ft/min clim
Nerdy stuff is good stuff! I guess I need a better understanding of leaning the engine. Why do it? Is it just fuel savings? Doesn't the EGTs and CHTs go up causing possible long-term engine damage? Hum. I need to learn more. Thanks for a great video, Mr. Drury! I enjoyed it!
If you run the engine too rich it won't develop full power. You'll also gum up its innards with carbon. They're designed to be run hard. This is one reason car engines make lousy airplane engines.
@@marsgal42 Hum. So leaning the engine actually helps the engine if done right and saves the pilot some money? Can't beat that! I agree that automobile engines make lousy aircraft engines. I do notice that newer engine designs do not lean. For instance, Rotax 912, 914, 915 engines. I wonder why? Maybe I need to take a Lycoming or Rotax repairman class. Thanks for the reply, Ms. Halliday. Appreciate it!
The Rotax engines have electronic engine management and adjust their mixture automatically.
You can download the Lycoming and Continental engine manuals from their web sites (e.g. Lycoming p/n 60297-30 for my plane's O-320). They're very informative.
@@marsgal42 Ah, that's how Rotax does it! A manual would be excellent! I will assume that a O-320, O-360, IO-390, and IO-540 manuals will basically give the same information? In other words, a carbonated or fuel injected engine will give similar information? Thanks for the pointers!
Hi Stefan,
MIke is a really cool guy and makes learning fun.
So, when are you going for your commercial license?
Cheers,
Rik Spector
Hey Rik, yeah Mike is a great instructor, I always have fun and learn loads flying with him. And I already have a CPL :) Just choose to fly as a Private Pilot.
More of this nerdy stuff!
Nerd on! :-)
My plane has an Insight engine monitor. I like being able to lean precisely (50 degrees rich of peak EGT) rather than "that's about right".
May I suggest that your technique is sub optimal, even at high altitudes. You are not in the best BSFC range for economy nor are you rich enough for "go fast mode" either. 50dF ROP is an OWT.....Old Wives Tale. Try reading John Deakin Pelicans Perch articles.
There is so much rubbish talked about leaning. Fact of the matter is TEMPERATURES.
If you lean too much you'll know - your engine will run rough/quit through lack of fuel. It's that simple. Leaning will reduce power = lower cruise speed.
High CHTs lead to detonation, NOT leaning too much/too little!
High EGTs can lead to detontation (well... the whole thing is bolted to the cylinder heads, right?!).
Keep your temperatures in check, and lean as you desire.
General maintenance and good ground ops are more important.
Awesome videos bro, what camera are you using for the cockpit?
Bit more technical than the "lean until rough then back rich a dash".
Where do you find the music for the videos? :)
I just noticed that red thing below your MFD. What is that?
I personally think It's not a good idea to lean off of fuel flow. That is how you will end up with excessive carbon build up /fouled plugs or possibly a burnt cylinder and valves if the delta between the rest of the cylinders is large and one cylinder is being run to lean. Lean off of peak EGT on the leanest cylinder. The only way to properly lean is to find leanest cylinder and lean based off of the temp of that cylinder whether it may be ROP or LOP the same would apply. This ensures that all other cylinders are richer than the leanest cylinder when choosing to run lean Rich of peak. The big pull is to reduce time in the red box which is an area where extended amounts of time can cause a bunch of problems which is what might happen to a cylinder or two if you lean like demonstrated in this video. Just my 2 cents. I'm pretty sure that the placard of fuel flow on the panel is just a quick reference when you are climbing. I don't know how Cirrus recommends leaning but I do not think that is reccomended.. I will say that I do agree that anything in cruise over 385F in longer peiods of cruise is too much. Not trying to roast the instructor as I'm sure he is very expienced and this is just my opinion so take it for what it is worth. On a random note Australia pretty seems awesome.
Hi there Bo driver. David Brown - Advanced Pilot Seminars. We teach this stuff. So richening on descent might help fouling plugs etc, thats fine but really only to offset any roughness you get from the mixture getting leaner in the descent not to 13.2GPH as that is very rich for a low power. APS would not recommend that. The burnt valves is nothing to do with mixture (Old Wives tale) and everything to do with the geometry of the valve, valve guide and valve seat at manufacture.
BMP is a very efficient way to get LOP, but even in a turbo engine a minute or so will not harm your engine, but lets not do that for long in the 90%+ range. A big Mixture pull is done swiftly, so you feel the deceleration, then stop......it works every time!
www.advancedpilot.com/livecourse-au.html
Hope that is helpful
There is much rubbish written about leaning.
If you lean too much, guess what? Your engine runs rough/stops running completely!
Temperatures are what matter! Not how you lean! This LOP/ROP nonsense needs to disappear. ROP matters for reducing temps because of over-fuelling. It aids cooling, and keeping the temps down.
This is the entire secret of the engine and looking after it.
If you run it at max temps all the time, you're going to suffer heat damage, thermal effects, and fatigue.
High CHTs/EGTs are asking for trouble as it is THIS that causes detonation.
If your CHTs are high, there is only one option: reduce power and increase airspeed.
Heating/cooling cycles are the other big killer of cylinders, particularly the front cylinders. To reduce the problem, keep some power on during descent. This will also help with the plug fouling problem in descent, as it is once again temperature related (plugs foul because the temps are too LOW).
Stef... Leaning and proper engine management becomes a much higher priority once a pilot starts paying the maintenance bills. I would highly recommend subscribing to Savvy Aviation’s engine data analysis. Also invest $40 and get yourself Mike Busch’s latest book (Mike Busch - On Engines) Collectively this is the cheapest engine insurance money can buy. Keep the blue side up. See you out there.
Hey Stef at 6:38 it say it can fly for 6:49 more does that mean it can theoretically fly over the Atlantic. Sorry if this is a stupid question.
At those settings, that is currently the calculated endurance. Yes you might get there but your not getting back! (unless you can refuel of course) Keep in mind too, you need to land with a reserve based on the type of flight. VFR vs IFR have different amounts.
Stef wpuld you not leave the fuel pump on over water as a precautionary measure?
No, if the mechanical pump fails, it will supply only a few GPH.....nowhere near enough, if the aircraft is fitted with a high flow pump, you may get enough for a very low power scenario. If however it is a Lycoimg the high pressure pump will run the engine.
The boost pump on low is used to abate vapour lock in the climb due to dropping ambient pressure, high lift suction and hot fuel/pumps from the climb.
Fly over my schooooool my man
how there are three firsts, i dont know but i know im twentyth
I’m way behind, how do they get in so fast?
85th!
The 85th comment is always very special to me, thanks Thomas 🙏
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Fadec is really good to stop having to do this silly game,, Let the oxygen sensor do the work. Cars can, why not mainstream planes? Engines like the ULM and Rotax injection one s are easier to use.. Stuck in the 40's time to move on a bit. Fly the plane and not be a nanny to a lump of mid 20th century alloy. Magnetos should have gone the same way 40 years ago.
Got to be honest, I got board... Sorry...
3 comments saying first
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...sorry mate, couldn't help it. Cheers from Australia!
Terrible audio
One of the worst videos yet! I didn't see Milkshake once in this video!
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