Your podcast and your videos are so helpful. Many thanks from Germany. I'm a student pilot and I'll get my pilot license around my 50th Birthday. Thanks for your great work! I'm binge-listening to your podcast while commuting and they're so educational. I just want to say thank You Jason!
Jason, in this tip on leaning during climb... you said CHT a couple times and EGT at least once. It's my understanding that as the pilot leans he/she will want to be watching for the EGTs to rise... rather than the CHTs, because CHTs are significantly time-lagged. BTW -- I love these short tips. Thanks! Wayne (DA40 KSBA)
I just do peak of EGT. Slowly watch the needle rise and right when I get peaked I move back a hair. I fly in economy cruise a lot. Great video and thanks for the reminder
This is basically the procedure one follows if one does not want their engine to last to TBO. Leaning below 75% power is spot on. However running your cylinder head temperatures at peak is a sure way of shortening engine life. You should be using EGT's or TIT (not CHT's) for leaning. Reference: Lycoming Service instruction No.1094D: Fuel Mixture Leaning Procedures (still listed as current). It states 100 degrees Rich of Peak for Best Power. Peak EGT for Best Economy. Procedures are given to achieve these results. Has a great chart on the last page which shows all the temps and where you really want to be. Peak CHT is not it. I am sure Continental is similar. I follow this channel and it is a wealth of great information and techniques. Highly rated to all my students and fellow pilots. This one is the exception. A great record considering the number of videos posted. Cheers.
I was just asking my instructor about this the other week as we were climbing to 4000 ft, but he said no leaning until cruise. Interesting to hear there are other methods.
In a da40 max continuous power is 24in MP and 2400RPM. In a climb I hold those power settings which means the throttle and prop are not full forward, but as I climb the power will start to dip below 24in MP because of the outside pressure change, and I readjust the throttle to maintain 24in MP by pushing on the stick. Before I push on the stick to readjust my climb power setting to 24in MP how would I readjust the mixture if I should do that at all? The POH says to slowly increase the mixture to rich before increasing power before once again readjusting the mixture? Is this still proper procedure in a climb?
The difference is that in a Vy climb you are at max power, but 5000ft is a common "critical altitude"* (when the engine produces less than 75% power at max power setting). Leaning the mixture when you produce more than 75% power could lead to detonation and afterfire. *Edit: I just realized Critical Altitude is not the right term, but for the life of me I can't find it now
Your podcast and your videos are so helpful. Many thanks from Germany.
I'm a student pilot and I'll get my pilot license around my 50th Birthday.
Thanks for your great work!
I'm binge-listening to your podcast while commuting and they're so educational.
I just want to say thank You Jason!
Jason, in this tip on leaning during climb... you said CHT a couple times and EGT at least once. It's my understanding that as the pilot leans he/she will want to be watching for the EGTs to rise... rather than the CHTs, because CHTs are significantly time-lagged. BTW -- I love these short tips. Thanks! Wayne (DA40 KSBA)
That caught my attention too.
I just do peak of EGT. Slowly watch the needle rise and right when I get peaked I move back a hair. I fly in economy cruise a lot.
Great video and thanks for the reminder
This is basically the procedure one follows if one does not want their engine to last to TBO. Leaning below 75% power is spot on. However running your cylinder head temperatures at peak is a sure way of shortening engine life. You should be using EGT's or TIT (not CHT's) for leaning. Reference: Lycoming Service instruction No.1094D: Fuel Mixture Leaning Procedures (still listed as current). It states 100 degrees Rich of Peak for Best Power. Peak EGT for Best Economy. Procedures are given to achieve these results. Has a great chart on the last page which shows all the temps and where you really want to be. Peak CHT is not it. I am sure Continental is similar. I follow this channel and it is a wealth of great information and techniques. Highly rated to all my students and fellow pilots. This one is the exception. A great record considering the number of videos posted. Cheers.
You said "lean to peak CHT" but then later said EGT. I'm assuming you meant EGT?
I was just asking my instructor about this the other week as we were climbing to 4000 ft, but he said no leaning until cruise. Interesting to hear there are other methods.
65% power, leaning to peak is ok at any altitude per Continental.
Savvy aviator with Mike Busch.
I recently started leaning aggressively on climb. I noticed oil temps at 225-235. So I’m not leaning as aggressively now
In a da40 max continuous power is 24in MP and 2400RPM. In a climb I hold those power settings which means the throttle and prop are not full forward, but as I climb the power will start to dip below 24in MP because of the outside pressure change, and I readjust the throttle to maintain 24in MP by pushing on the stick. Before I push on the stick to readjust my climb power setting to 24in MP how would I readjust the mixture if I should do that at all? The POH says to slowly increase the mixture to rich before increasing power before once again readjusting the mixture? Is this still proper procedure in a climb?
That or whatever the POH says! Albeit the PA-34-200T says to leave it rich in climb up to service... yeaaaaaah something’s not right.
I have been taught to take it to the airplane starts running rough then back off a turn
Shouldn’t you lean for all phases of flight and not just above 5k?
The difference is that in a Vy climb you are at max power, but 5000ft is a common "critical altitude"* (when the engine produces less than 75% power at max power setting). Leaning the mixture when you produce more than 75% power could lead to detonation and afterfire.
*Edit: I just realized Critical Altitude is not the right term, but for the life of me I can't find it now