DS1980

Half gallon per cylinder for non turbo engines. One gallon per cylinder for turbo engines. This also includes run up. This is what Richard Collins used for decades and it seemed to work well.

Ask around and go with the instructor that allows it. If an instructor doesn't allow LOP, does he/she also believe it is fairies that makes an airplane fly? But honestly, an instructor that doesn't understand LOP does not know enough firewall forward to have an opinion on it. It makes you wonder what other prejudices they bring with them. On my private check ride, my examiner picked a spot on the runway and said to land within + or - 200 feet of that spot. I chose -200 feet because we just got done with short field operations. When I landed it spot on he told me to taxi back and that I have failed. I asked him why and he said because it was totally unintentional and no student pilot can perform spot landings yet. I had to show him again. I left 10 minutes later with my temp certificate. Weird stuff man! Don't roll over and play dead to bad instructors.

rockydoc Seems that you are new to LOP procedures so just a few cautions 1.) You can really hurt your engine if you don't know what you are doing. The #1 rule to engine management is: You can run ROP if you run rich enough, and you can run LOP if you run lean enough. 2.) Ensure you are developing 60% HP or less. At these settings, your engine simply isn't producing enough power to hurt itself with any mixture setting. 3.) It is more difficult in your carb engine to run LOP, but it can be done. The reason why your engine runs rough is due to uneven fuel distribution as you get close to peak EGT, or even on the lean side of peak. The goal is to atomize the fuel at the carb to help each cylinder get the same amount of fuel. There are a few ways to achieve this. They are: -Application of carb heat -Throttle settings (Cocking the throttle plate to introduce turbulence in the carb) and -RPM settings. The key is in finding the correct sequence that works for your engine. Start out straight and level at 60% power or below. It's best to do this at altitudes that won't allow 60% power at WOT so you can see if turning off your enrichment valve (economizer) is all you need to do. Just pull the throttle until it registers on the MP gauge and start from there. Then it's a matter of leaning to roughness, fiddling with carb heat, RPM and throttle, leaning, fiddling, leaning, fiddling. You may find a setting that allows you to go LOP right away. Or it may take awhile. Bring a safety pilot with you because your head should inside the cockpit paying close attention to every little setting you change. Also, bring a notebook to document what works and what doesn't. Every engine is different, even engines on the same year and make, so make sure you know what works for your engine. A final reminder to keep an eye on CHT. CHT is a direct indication of Internal Cylinder Pressure (ICP), which in excessive amount is what hurts engines. Run at 60% power of below, and keep CHTs in reason and you simply can't hurt anything experimenting with LOP. Let us know of any questions that pop up.

I think for the short bodies, there are 2 best glide speeds. One for prop windmilling and one for prop stopped. One is 100 and the other 105.

Hank, Well said. In my experience, climbing at Vy in a slick airframe with poor cooling (stock engine inlet anyway, C-E models) didn't seem in the spirit of the airplane, and it only got me high CHTs. I started flying Mooneys in Vegas and I could only fly at Vy for a short period. Then to cruise-climb I went. If you can do it, go for it. You hit it on the head in that you do what is right for you, as there are many correct ways to fly an airplane in any phase of flight. But overall, flying with other Mooniacs, I don't think that "we" do that. Besides, don't you have some LOP testing to do? This still doesn't answer why there is more range at altitude.

Now that I'm really looking at Byron's POH: Lets go with 2400 RPM since that is available for all altitudes, and max MP for that setting. 2300 pounds, best economy cruise range at sea level is 827 and at 14,000 feet is 1068. So there is more range up high. But looking at the Time, Fuel, and Distance to Climb chart: Obviously no fuel to get to sea level. Going to 14,000 at 2300 pounds, 23 pounds of fuel. This assumes Vy, which we don't do in Mooneys, so it would be a less efficient climb. But the intro to the Range Tables is: "All Cruise and Range Data tables allow for: warmup, taxi, take-off, climb at max. power at the best rate of climb speed (Vy) to cruise altitude." As stated, we don't climb at Vy, but would this make that much difference?

Apparently this is only true with a tailwind. I believe it, it's just hard to believe. Makes me wonder how many pilots know this, since this is not what I was taught.

This is the most exhausting thread I've ever read. Anyone else feel the same? N6719N, I blame you for this. Next time just ask who likes pizza, make a poll, and be done with it. But seriously, sorry your inquiry turned into this. It should have been a good discussion.

Wow. Demons exercised. I would have never thought that. Thanks for the input.

Byron- range is independent of altitude? Does that sound right to you? It seems that the reduction in induced and parasitic drag would outweigh the loss in horsepower. Do you have the article? It just doesn't sound right, although it may be. I just might learn something today.

Hank keep trying. Seems like you just need to find that one setting that smooths it out. As far as getting back to the topic, I would suggest trying LOP. It would add that much more buffer room for a long distance run. If you would like tips on how to go about it, just shoot me or Byron (jetdriven) a message. There are others on this forum that are experienced with it as well, Just verify advise that is given to you. Don't give up if at first it doesn't work. As Hank is finding out, a carb engine takes some fiddling to find that one setting that allows LOP. Running LOP at some function of Carson Speed just might get you close to where you want to be. Although it may be too slow for your liking.

We don't know this yet. Some carb engines run just fine LOP with the aid of carb heat and throttle adjustment.

X2 on the Carson's speed suggestion. Kudos Mark. Sean- Carson speed will be 1.316 x V L/D As you can see, it is based on the best glide speed of the aircraft, so it is the same formula for any aircraft. It will be the best baseline to start with. It seems you will need some sort of long range tank, if for any other reason to give yourself time to sort out problems. Especially for your first time.

Just curious. What were your concerns about it before?

Didn't Continental just buy the assets of some diesel company? I think Thielert? Maybe not. But regardless, they are in the diesel hunt now. Update--page 38 of AOPA pilot. Byron-135 through 230 horsepower. Working on a 350 horse version. Would you use one?

Naw, rather not. Back to the topic. Diesel is the answer.

Have you been the sole operator of that engine since overhaul? If not, I'm with you. When I get into an airplane for the first time, I ask how the operators run the engine. If it's per the engine manufacturer's recommendations, I fake an illness.

How else would I post? I can't imagine anyone feeling safe enough to give personal info over a forum. What's your name, date of birth, address and social security number? Now with that being said, I am one of the most open minded and empathetic people you'll chat with on a forum. Always willing to help if I can.

Wow, read my other posts. This was a sarcastic comment, as I'm all for diesel. I know that this is a forum where anyone can personally attack someone with anonymity, but don't be so hasty. I realize that one failure is not an accurate indication of reliability. What was my second sentence in the post? Wondering if it wasn't human error.

Like I've been saying this whole time, diesel is not the answer. Now, I need to go delete a few posts. Maybe just had a setting wrong in the FADEC. Growing pains.

All good points. Its no stretch to say that cost is on everyone's mind. Byron, good point about horsepower. Seems if anybody is flying anything bigger than a Beech Skipper they won't have much of a choice in engines. I was wondering why, like others commented on, the quiz was favorable towards Mogas. Im starting to see the answer may not be in new powerplants but a new fuel as a drop in replacement for existing engines. Might not be a bad thing since we are starting to see more and more certified engines with fuel injection nd electronic ignition. Too bad though. I was looking forward to see what new technologies would come about.

The diesel engine in the Diamond Twin is a Mercedes-Benz with stock internal components, only the accessories are changed. What about William Wynne's Corvair engine? Or the VW conversions (Great Plains, Revmaster, Aero-Vee)? The Wankel rotary is an awesome platform for an airplane engine. Would you fly any airplane with a Rotax? That's a snowmobile engine. The future of aviation is in the home-built market with "alternative" engines. The manufacturers have priced themselves out of being competitive (Mooney). Try to name a few certified airplanes that hold a candle to Vans. Granted, Vans recommend Lycoming, and that is part of their success, but it won't be like that forever. The reason I am a Mooniac is because they are one of the few factory airplanes that are still relevant. Plus, the tail isn't on backwards. There's more than one way to correctly fly an airplane in all aspects of flight. Just like there are many engines that have the potential to power aircraft. 100LL is going away. If the pace of innovation is any indication, Lycoming and Continental may not be able to keep up. So now to complete the discussion. So......Hitler..........what a freak of nature that guy was.

This reminds me of those "there, I fixed it" photos of people duct taping flashlights in place of broken headlights or mounting a window A/C unit into their car because they ran out of freon. It makes me proud to be with my kind of people. 'MERICA! Never underestimate the power of rubber.

I still think diesel's the answer.