All About Engines - InTheHangar Ep 35
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- čas přidán 6. 06. 2019
- A panel of expert A&P/AI's talk at a pilots level about what is happening to the airplane engine and how to fly and maintain it for the long haul. Join in with John Efinger, Bill Goebel, Scott Hayes and Bill Ross from Superior Air Parts as they discuss running your plane engine too hot and also running it to cool, is it necessary to abide by POH performance levels, importance of engine monitors and more!
Download Bill Ross's "Engine Management 101" for free here: www.superiorairparts.com/about...
For information on Superior, check out www.superiorairparts.com/
Special thanks to TCN Studios studiosattcn.com/
Sponsored by Serendipitous Films s-films.com/
Great info!
Love this episode, especially that everyone involved is preaching REALITY and not "belief". They're not forcing one way of operating on anyone beyond - follow the freakin' book. So many pilots, for all the training about following the book and doing planning, seem really quick to ignore those performance charts.
Great informative vid. I have a brother in law that years ago always took out the thermostat in his car in the summer. He was convinced that cooler was better. I told him about the oil sludging on the sides of the block and a host of other problems. When he had the engine rebuilt the shop asked him what he was thinking and they showed him the damage. Then he believed me a little late. I'm sure an aircraft engine is not made to run too cool either.
You will see metal particles in the oil sample, but the main reason for submitting oil samples is to determine the
BASE NUMBER which indicates whether the oil is ACIDIC! If the oil is acidic you need to change the oil more often.
I love this episode too, great helpful info thank you!
Great content! Thanks so much for bringing this.
Great informative video! Thanks!
Very interesting! Thank you very much!
Every single piston engine pilot should check out Saavy Aviation webinars....they are long and detailed, but detail the specifics of engine operation.
Very usefull, thank you.
Really loved this episode. Really broke down what’s really going on from “we’ve always done it this way”. Always looking forward to posts from this channel. Not sure how you guys aren’t more well known! I live in the Fort Worth/Denton area so it’s always good to see a local picking up presence online. Look forward to what comes in the future.
I think it’s because we’re still really new and it just takes time. Steveo1kinevo started 13 years ago with his channel. The key will be getting lots of views and likes. Then CZcams starts to recommend it on more peoples channels and videos.
Y'all touched on something that applies to Civil Air Patrol missions. We are flying late model C182T aircraft at ~90 kts and ~1000' AGL in the search and rescue mission. The pilots aim for 50°F rich of peak. I don't know the manifold pressure or RPM numbers. Should they be running at Peak EGT in that configuration?
DO you know what engine it is?
At that slow of an airspeed in a C-182, there is a good chance the engine is operating at 60% power or less. At that power setting, operations at peak EGT would yield the best combination of ideal CHT and fuel economy.
With regards to detonation margins, at any setting above 60% of rated power, 50dF ROP is one of the WORST places to operate an aircraft engine.
Please read about the “red box” where intercylinder pressures become excessive.
www.advancedpilot.com/redbox.html has a nice animation showing how % power affects the size of the red box.
Note the position on the x axis of the graph where peak EGT lies and how far to the left the 50dF ROP position is when the red box starts to grow.
I think this may be my favorite Taking Off video to date.
Thanks!! What makes it your fav?
@@TakingOff The short conversation on oil analysis. I do that on my 2000 Toyota LC. Every oil change gets sampled and it goes to Blackstone Labs (I'm sure there are others that are also good). I know where my 230,000 mile engine, front, center, and rear differentials stand as far as wear goes (almost like new). The simple idea of reading the POH (rtfm). As simple as it sounds I can't say when the last time was that I did much more with the POH than move it so I can read the checklist. I'm renting now but I want to move to owning this year. Hopefully a Centurion. Until watching this I was in the cooler is better camp. This video is going to help owners and would be owners imho. I like all of your videos so favorite is like picking your favorite Bluebell ice cream (or whatever you want to sub in)
@@MichaelLloyd Oh you're really kind. Make it over here to Texas and I'll take you up in the Centurion. Yeah, funny, it going after the different ratings recently (Commercial and now CFI) and suddenly found myself grabbing the POH and reading through it all the time... Long XC's, sitting waiting for pax to arrive etc.
@@TakingOff I'm a two state guy right now. Home and heart are in TX but I'm working in Farmington, NM for now. True story, 23 years ago on June 1 (birthday) my logbook entries just stopped. I was well into getting my instrument rating and I just stopped flying. I'm not sure why but raising 4 kids, single parent probably had a lot to do with it :o) Last year about this time I decided it was time to fly. I found an instructor to do my BFR with down in Port Lavaca (Calhoun County) and I had one more appointment to get signed off... and then the rains came followed by the move to Farmington. I found an instructor here but he's so busy that it's taken from October to present to get ready for sign off. I think we've flown 4 or 5 times. The wind in these canyons and mesa's has been challenging but a lot of fun. I'm close... but aside from 7688X (1960 Cessna 172 so not instrument capable) there isn't anything to rent... that's why I'm planning to be an owner. I will take you up on that offer to go up in the Centurion. I have loved the 210 for as long as I can remember. I think Richard Collins, may he rest in peace, and his articles had a lot to do with that.
Well, just let me know when you're ready and in Fort Worth. SOunds like you had a huge job there with the family. THanks again for all the kind words. Hopefully we can get more people to share and subscribe and grow it so I can do more. We are planning the Season 3 ITH shoot for Aug 24-25 in FW. We do want a live audience.
whats wrong in operating at higher manifold pressure than rpm?
The reason people don’t tweak their F350 all the time is because they don’t have to mess with fuel mix. How there is still a mix lever in today’s aircraft is beyond stupid.
Wow I wish Luke Skywalker was my A&P!
Operate a machine according to the manufacturers recommendations. What a novel frakking idea. Don't worry, it's not just a pilot thing. Been in the diesel industry since 2004, there aren't many operators anymore, just drivers. Of course, we all see that everyday with people who probably shouldn't have licenses for automobiles...
Disuse is killer of engines. Fly often within limits. Lycoming recommends for longevity 65% power or less, recommend CHT 380F to 400F (Max limit is 500F), OT of 180F to 210F (Max limit is 245F).
Hadn’t heard that about Lycoming. Interesting.
@@TakingOff Yes Sir. Google:
"Lycoming Tech Tips" and down load the 49 MB PDF. This is collection of decades of tech tips.
Also on Lycoming's website they have Technical Publications (service bulletins) and "knowledge base" with tips.
www.lycoming.com/contact/knowledge-base/tips
Example I Googled "Lycoming Tips for Extending TBO". This Lycoming article gives best practice recommendations, for a TIO-540, but many tips are universal, applies to any engines.
One thing your panel did not mention is shock cooling. Plan your descent to keep some power and reduce slowly for example. Also make all power changes slowly... etc. Other Tips and SB give maintenance tips.