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- Sep 16, 2019
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Don’t mean to bring up a sore topic but here goes-
flying home the other day tried both LOP and ROP. Had to fly low 5000 for weather so couldn’t really go WOT.
100-150 ROP at 65% gave 16.5GPH. tried to lean LOP but speed dropped off by 10kts.
should I have left it at same mixture for LOP setting but increased MP to bring speed back up? Even if that pushed me >75%? Does increasing MP to account for reduced speed with LOP negate the engine saving benefit of LOP?
A better way to ask is- if fuel burn isn’t limiting, what is the best power setting for fastest speed but best engine life? I have a JPI 830 but no GAMI so spread is about 0.7-0.8. How best to set this without spending a lot of time in the red zone fiddling with mixture looking for peak EGT?
I understand CHT is a surrogate for cylinder pressure but just because CHT is <360 on a cold day doesn’t mean cylinder pressures are optimal does it?
PA32-300, IO540
flying home the other day tried both LOP and ROP. Had to fly low 5000 for weather so couldn’t really go WOT.
100-150 ROP at 65% gave 16.5GPH. tried to lean LOP but speed dropped off by 10kts.
should I have left it at same mixture for LOP setting but increased MP to bring speed back up? Even if that pushed me >75%? Does increasing MP to account for reduced speed with LOP negate the engine saving benefit of LOP?
A better way to ask is- if fuel burn isn’t limiting, what is the best power setting for fastest speed but best engine life? I have a JPI 830 but no GAMI so spread is about 0.7-0.8. How best to set this without spending a lot of time in the red zone fiddling with mixture looking for peak EGT?
I understand CHT is a surrogate for cylinder pressure but just because CHT is <360 on a cold day doesn’t mean cylinder pressures are optimal does it?
PA32-300, IO540
