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Backcountry Pilot • Lean of Peak Operations

Lean of Peak Operations

Lycoming, Continental, Hartzell, McCauley, or any broad spectrum drive system component used on multiple type.
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23 posts • Page 2 of 2 • 1, 2
Sat Nov 14, 2009 8:16 am

Re: Lean of Peak Operations

All these operational theories and us poor schmucks with turbos just get told to run them by the book. My engine manual says to lean to peak but not over 1700 degrees TIT
I can tell you Dawley has told me the new digital era has been a gift for there business they see lots of burned up exhaust systems.
The bottom line is your gonna pay someone in aviation, whether its the gas guy, the engine guy, or the exhaust guy your still gonna pay.
mr scout offline
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Sat Nov 14, 2009 8:55 am

Re: Lean of Peak Operations

hotrod150 wrote:All this back-n-forth about lean-of-peak versus rich-of-peak. Here's a (dumb) question-- why not just split the difference & run at peak? :?:
I have no EGT or CHT gauge, so cruising up high I lean to rough then twist it back in a bit. Zooming around down low I just lean it "out a ways". Seems to work OK. I'd hate to burn up an engine by running LOP, then forgetting to richen it up when I have to put it in a hard climb or something.
Not too technical a method but then I'm not too technical a person.

Eric


The AFM in the C182Q says that, as long as you are below 65% BHP, you can run it at peak. I'll take it to peak, then set it slightly rich just for good measure.
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Sat Nov 14, 2009 10:54 am

Re: Lean of Peak Operations

mr scout wrote:All these operational theories and us poor schmucks with turbos just get told to run them by the book. My engine manual says to lean to peak but not over 1700 degrees TIT
I can tell you Dawley has told me the new digital era has been a gift for there business they see lots of burned up exhaust systems.
The bottom line is your gonna pay someone in aviation, whether its the gas guy, the engine guy, or the exhaust guy your still gonna pay.



Agree.

gb
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