That's actually a very good point. To some degree it becomes like many other things where the availability of more accurate tools leads to measuring football fields with a micrometer. I recall first seeing it for the first time maybe 20 years ago, watching a student doing a runup using a digital RPM gauge. Took forever to get exactly 1700 RPM.every time i read this discussion it gives me a headache .. so at cruise i fly at 60 % power and leave the red knob where it burns the least amount of fuel
I don't recall much on detonation, but if you watch, setting the speed to 1.5 is a must. After you get used to that, you can sometimes push to 1.75.I appreciate your sharing those resources, but Geez, do I really have to watch THREE HOURS of video?
I just wanna know if I pushed the mixture control the wrong way when I got detonation.
I appreciate your sharing those resources, but Geez, do I really have to watch THREE HOURS of video?
I just wanna know if I pushed the mixture control the wrong way when I got detonation.
Bummer. It's for Bonanza fans. What about the rest of us?
That might be lean afterfiring, an explosion in the exhaust. It will rap on the belly. Do it at night and you might see the flash as it does that.
Yup. Some engines are worse than others, too.
O360-A4M in this case.
Lycoming says that with their normally-aspirated engines you can do whatever you like with the mixture at 75% or below.
yeah the manual says just run it at peak below 75% power.
good to know
I run mostly at 60% ... simply because i have no where to go and all day to get there. so the question.... does running at lower power help with longevity of the engine? not talking about pipeline patrol that flies 8 hours every day, talking about general spam can drivers that flies 50-75-100 hrs /year
Might depend in winter if you actually get the engine hot enough to fully dry out all the moisture on each flight. My O-200 stays super cold in the winter and oil temps won’t rise to the middle of the green unless I do a 30 minute full power climb.
You need some winter fronts for that airplane. Too much cooling air going through the cowl. If you took a rocker cover off after a flight in that weather you might find lots of water droplets in it. The oil on the dipstick might look like a latte. We had a Citabria with an O-235 that had persistent winter problems that way, and it ran too cool even in the summertime. We left the oil cooler blocking plate on year-round to help reduce crankcase condensation.
The 37BY plugs are better than fine-wires for avoiding fouling. They don't have the deep well that fills up with carbon and lead deposits that eventually pile up enough to short the electrode.
