As a Columbia 400 pilot, I really can only reccomend getting through that caution range faster. Check you POH for power setting at that altitude and try to set it as quickly as possible, then fine tune. I have been running LOP 90% of the time for over 800 hours now. Not a single problem with the engine. Compression and wear metals all fine. Just know what you are doing and have the proper monitoring equipment.
@ElClerko Haven't flown LOP, huh? But temperatures aren't higher LOP. EGT's are linear up to peak and then back down. CHT's are considerable lower on the lean side versus it's rich side counterpart.
To avoid unecessary arguing with me about LOP there are 4 requirements needed to even begin to think about doing it. (From John Deakin's articles) 1. Fly it often, 2. Install a modern digital engine monitor (I prefer the JPI EDM-700), 3. Install GAMIjectors fuel injectors. 4. Know what you are talking about. I can't stress number 4 enough. LOP is not for the faint of heart. I took the 2 day seminar and read over the material and articles for 4 weeks straight before attempting LOP in my aircraft.
Anyone who disagrees with LOP operation for any "reason" simply has no clue what they are talking about. You are just regurgitating old wives tales and quickly drawn conclusions. I can say this because I was one of them. I encourage every recip pilot to take the advanced pilot seminar in Ada, OK (google it) and if you can't afford it then read everyone of the engine related articles of John Deakin's Pelican's Perch on AvWeb (google it). Amazing what pilots and mechanics DON'T know about engines.
@ElClerko I agree with you also- if you want to keep the "hard wear and tear off an engine" I recommend you fly with atleast 50deg rich of peak. Doing this will most likely eliminate "buying a new engine". On these airplanes, and the cost of a new one, you should lean some, but not agressive!
@avi8tir If the POH doesn't recommend it, don't attempt to fly your aircraft lean of peak. Some people modify their engines with GAMI injectors, and a good quality engine monitor, then its okay to run LOP. Its not something you want to just experiment with, because if you run it too hot, or if one cylinder isn't at least 50 degrees LOP, you can seriously damage the engine. In short, if its approved and you have the equipment, do it! Happy flying.
As a Columbia 400 pilot, I really can only reccomend getting through that caution range faster. Check you POH for power setting at that altitude and try to set it as quickly as possible, then fine tune. I have been running LOP 90% of the time for over 800 hours now. Not a single problem with the engine. Compression and wear metals all fine. Just know what you are doing and have the proper monitoring equipment.
jfflyboy 5 months ago
@ElClerko Haven't flown LOP, huh? But temperatures aren't higher LOP. EGT's are linear up to peak and then back down. CHT's are considerable lower on the lean side versus it's rich side counterpart.
binglantis 10 months ago
To avoid unecessary arguing with me about LOP there are 4 requirements needed to even begin to think about doing it. (From John Deakin's articles) 1. Fly it often, 2. Install a modern digital engine monitor (I prefer the JPI EDM-700), 3. Install GAMIjectors fuel injectors. 4. Know what you are talking about. I can't stress number 4 enough. LOP is not for the faint of heart. I took the 2 day seminar and read over the material and articles for 4 weeks straight before attempting LOP in my aircraft.
jcelso6232 1 year ago
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jcelso6232 1 year ago
Comment removed
jcelso6232 1 year ago
Anyone who disagrees with LOP operation for any "reason" simply has no clue what they are talking about. You are just regurgitating old wives tales and quickly drawn conclusions. I can say this because I was one of them. I encourage every recip pilot to take the advanced pilot seminar in Ada, OK (google it) and if you can't afford it then read everyone of the engine related articles of John Deakin's Pelican's Perch on AvWeb (google it). Amazing what pilots and mechanics DON'T know about engines.
jcelso6232 1 year ago
@ElClerko I agree with you also- if you want to keep the "hard wear and tear off an engine" I recommend you fly with atleast 50deg rich of peak. Doing this will most likely eliminate "buying a new engine". On these airplanes, and the cost of a new one, you should lean some, but not agressive!
RogerDeanSmart 1 year ago
I believe you are spending too much time in the caution range. Get through there as quickly as possible and back to 50 degrees lean of peak.
piperSeminole 1 year ago
does the POH recomment this?
jmr604 2 years ago
can you explain a bit what you are doing?
MetaView7 2 years ago
wow - never flown it LOP. so, you just keep leaning until it peaks and drops back to 1625? Thats about a 5 gph savings over the ROP setting.
avi8tir 2 years ago
@avi8tir If the POH doesn't recommend it, don't attempt to fly your aircraft lean of peak. Some people modify their engines with GAMI injectors, and a good quality engine monitor, then its okay to run LOP. Its not something you want to just experiment with, because if you run it too hot, or if one cylinder isn't at least 50 degrees LOP, you can seriously damage the engine. In short, if its approved and you have the equipment, do it! Happy flying.
cwhitty05 1 year ago
amazing. LOP's the only way to go... Lycoming better catch up!
jefftherealdrunk 3 years ago
nice
92GH 3 years ago