How long have you been running LOP

[gsxrpilot]

17 minutes ago, Marauder said:

I think what you pointed out is why all of this remains theoretical. A controlled study would help go a long way to prove whether or not running LOP actually improves engine reliability and/or has no effect on engine wear.

 

Isn't that what GAMI's done already? That's the whole point, we're past theoretical here. The data is in.

[Marauder]

Isn't that what GAMI's done already? That's the whole point, we're past theoretical here. The data is in.

They are providing data that shows you can run LOP. I haven't seen any data from them that shows an engine running LOP exhibits no less wear than one that is running ROP. Nor that a LOP run engine will more reliable. Do they have that data? Actual measurement of parts after extended LOP operations? Maybe they do.

I know Ed, the CamGuard guy had some data for an engine stored with and without CamGuard. I don't think his was statistically valid since I think it was only a couple of engines.


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[gsxrpilot]

1 minute ago, Marauder said:

They are providing data that shows you can run LOP. I haven't seen any data from them that shows an engine running LOP exhibits no less wear than one that is running ROP. Nor that a LOP run engine will more reliable. Do they have that data? Actual measurement of parts after extended LOP operations? Maybe they do.

 

Yes, they do have the data. It's from several engines, both Lycoming and Continental, turbo and NA, both in airplanes for longer than TBO hours and from engines running on the test stand for thousands of hours. But you'll have to take their class to get all the information and details. Everyone's gotta make a living.

[KLRDMD]

7 hours ago, DXB said:

Despite claims to the contrary, I remain skeptical that anyone with an O-360 can run lean of peak on more than one or two cylinders at a time.  

I can't speak to the O-360 specifically but I could run a previous O-470 well LOP on all cylinders.

[Shadrach]

8 hours ago, gsxrpilot said:

Yes, they do have the data. It's from several engines, both Lycoming and Continental, turbo and NA, both in airplanes for longer than TBO hours and from engines running on the test stand for thousands of hours. But you'll have to take their class to get all the information and details. Everyone's gotta make a living.

My personal conversations with Walter Atkinson lead me to believe that any differences in reliability recorded by APS were not statistically significant. It's been a few years since those discussions, are you suggesting he's (they've) new data that is significant?

[Shadrach]

2 hours ago, KLRDMD said:

I can't speak to the O-360 specifically but I could run a previous O-470 well LOP on all cylinders.

377df at 13 LOP? Ouch. Must be a scorcher at 100 ROP.

[KLRDMD]

17 hours ago, Shadrach said:

377df at 13 LOP? Ouch. Must be a scorcher at 100 ROP.

It never went above 380

 

[Shadrach]

3 minutes ago, KLRDMD said:

It never went above 380

 

Intersting... so a 3df CHT spread from 100 ROP to 13 LOP.  This is a first! I don't believe youve ever posted something that didn't make sense to me.  Any theories on why?

I find that my CHTs run slightly cooler at peak then they do at 100ROP, they then drop off rapidly on the lean side. If I'm running say 305 at 15 LOP, I'd be closer to 330-340 at 100 ROP.

[KLRDMD]

Just now, Shadrach said:

Intersting... so a 3df CHT spread from 100 ROP to 13 LOP.  This is a first! I don't believe youve ever posted something that didn't make sense to me.  Any theories on why? 

Probably due to the phase of flight. This was cruise with the cowl flaps closed. 100 ROP was only in climb with the cowl flaps open. This was a P. Ponk 182, BTW.

[Shadrach]

11 minutes ago, KLRDMD said:

Probably due to the phase of flight. This was cruise with the cowl flaps closed. 100 ROP was only in climb with the cowl flaps open. This was a P. Ponk 182, BTW.

Ah, I assumed this was an "all other things being equal" situation.