Thankyou APS course
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Thankyou APS course
After attending an Advanced Pilot Seminar last year in Sydney, I set my Scout (O-360) up with an engine monitor and can happily cruise at wide open throttle, 2300 RPM and 27 LPH with the lowest cylinder temperatures I have ever seen, being an even spread of between 315 and 330.
I was burning along in the Scout the other day at 4500, and when I recovered from the oxygen thin air, I set the cruise up as follows:
22” 2350 then full carby heat, then LOP on all cylinders.
Next, full throttle and a minuscule adjustment of mixture.
Result: 26” MAP, 2350 RPM, full open throttle, 27 LPH and normal cruise speed. Not bad from an O-360
Its funny, but who would have thunk it? CHT’s all the lowest I have ever seen them. What is interesting is at (no longer) “normal” settings the EGT’s and CHT’s are widely spread. When I first looked at my new monitor after fitting I though “no way” this is one carby engine that will never run LOP. As I carefully lean and pull on carby heat the spread improves, then suddenly bingo, all almost even.
All you guys who have always wondered what this APS hocus pocus is all about, you better get on the website and book in for Perth as this will probably be the only course for 2014. If it is anything like the one in Sydney in November, it was a hoot, and we learned a lot of really great stuff, most of which was not actually about LOP, but more about engine monitoring, predictive maintenance and how to save our wallets and our lives.
For anyone interested in one of these courses ...
I was burning along in the Scout the other day at 4500, and when I recovered from the oxygen thin air, I set the cruise up as follows:
22” 2350 then full carby heat, then LOP on all cylinders.
Next, full throttle and a minuscule adjustment of mixture.
Result: 26” MAP, 2350 RPM, full open throttle, 27 LPH and normal cruise speed. Not bad from an O-360
Its funny, but who would have thunk it? CHT’s all the lowest I have ever seen them. What is interesting is at (no longer) “normal” settings the EGT’s and CHT’s are widely spread. When I first looked at my new monitor after fitting I though “no way” this is one carby engine that will never run LOP. As I carefully lean and pull on carby heat the spread improves, then suddenly bingo, all almost even.
All you guys who have always wondered what this APS hocus pocus is all about, you better get on the website and book in for Perth as this will probably be the only course for 2014. If it is anything like the one in Sydney in November, it was a hoot, and we learned a lot of really great stuff, most of which was not actually about LOP, but more about engine monitoring, predictive maintenance and how to save our wallets and our lives.
For anyone interested in one of these courses ...
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I doubt that I'll ever own another aircraft without an engine monitor, flying without one now would be like flying IFR without an attitude indicator it's that important.
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have to second that, i enjoyed the course, can now get cruise fuel burns far lower than anyone else in the 206, Monitor is now installed in my rotax machine, just have to finish the overhaul, airframe mods and repaint to try it all out again on an engine with no red knob.
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ohhh you guys are wonderful. But so true.
JR......that is so true. I am not sure if John Deakin mentioned this to you in Melbourne, but for an IFR X-C trip he considered the EMS as a GO-NO GO item on his TN V35B. I do too.
Having just seen this thread I wonder how ong it is before the big fella sees' it. My bet is Walter gets to it first.
In any case I am glad to hear the news Aussie Bob and UL. That is very nice to hear and I am humbled. Andrew will be as well
JR......that is so true. I am not sure if John Deakin mentioned this to you in Melbourne, but for an IFR X-C trip he considered the EMS as a GO-NO GO item on his TN V35B. I do too.
Having just seen this thread I wonder how ong it is before the big fella sees' it. My bet is Walter gets to it first.
In any case I am glad to hear the news Aussie Bob and UL. That is very nice to hear and I am humbled. Andrew will be as well
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Actually, I considered the EMS a no-go item for ANY flight. I figured I couldn't afford an overhaul on the 50K engine. Yes, I flew for many years without one (since the late fifties), but once I realized the benefits, I was hooked.
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I guess Sir Isaac was right when he said, "the physics are everywhere the same."
One thought on using the carb heat:
Each installation has an optimal carb temp for optimal F:A distribution. It is that temp that results in the best fuel vaporization using the lowest temp (and least amount of carb heat) as possible. Full carb heat is seldom required. Once you figure out the temp for your installation, it works at all OATs. Using more carb heat than necessary is counter productive for power production.
How to accomplish this:
1) Set ROP cruise mixture
2) Set engine monitor to DIFF function
3) add carb heat until the lowest DIFF number is achieved using the least carb heat. (additional carb heat is counter-productive)
4) Note the carb temp--this is your OPTIMAL IAT to achieve optimal fuel vaporization. Henceforth, just add carb heat to this carb temp and you're done.
5) Lean the mixture to the desired setting. The engine should remain smooth at all usable mixture settings.
* if the engine is not smooth with optimal fuel vaporization you should investigate the ignition system.
Sign up for Perth! You won't regret it.
One thought on using the carb heat:
Each installation has an optimal carb temp for optimal F:A distribution. It is that temp that results in the best fuel vaporization using the lowest temp (and least amount of carb heat) as possible. Full carb heat is seldom required. Once you figure out the temp for your installation, it works at all OATs. Using more carb heat than necessary is counter productive for power production.
How to accomplish this:
1) Set ROP cruise mixture
2) Set engine monitor to DIFF function
3) add carb heat until the lowest DIFF number is achieved using the least carb heat. (additional carb heat is counter-productive)
4) Note the carb temp--this is your OPTIMAL IAT to achieve optimal fuel vaporization. Henceforth, just add carb heat to this carb temp and you're done.
5) Lean the mixture to the desired setting. The engine should remain smooth at all usable mixture settings.
* if the engine is not smooth with optimal fuel vaporization you should investigate the ignition system.
Sign up for Perth! You won't regret it.
Thread Starter
Monitor is now installed in my rotax machine, just have to finish the overhaul, airframe mods and repaint to try it all out again on an engine with no red knob.
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I found the following waiting for me when I got home. Really hit close to home, because I was thinking about riding home with them!
We hope most don't see the benefits so dramatically.
But while typing this message, I got another, but more benign:
_________________
Best...
John Deakin
Advanced Pilot Seminars
(Next LIVE Seminar October 24-26, 2014, Ada OK)
Great course this last weekend. I want to thank you for emphasizing the importance of noticing a turbo failure and need to get the plane on the ground. On my way back to Los Angeles from Ada yesterday, abeam Phoenix in my 58P at FL240, the left engine MP went from 33 in to about 30 in. When I pushed the throttle up to regain 33 in, the MP stayed at 31. Then, I pushed both throttles to TOGA and got 31 on the left and 37 on the right. At the same time, we detected an acrid smell in the cabin. So, we declared an emergency, shut down the left engine and diverted into Phoenixs Deer Valley. Flew the rest of the way home on Southwest. They're looking at the plane now. Thanks again for the very timely emergency pre-brief :-
But while typing this message, I got another, but more benign:
John and company,
Good seminar this weekend. I had completed the on-line course which really helped me put things together, thanks for the advance work opportunity. Everything was very professional and you guys don’t just present - you “teach”. And I did enjoy meeting all of the Bo people too.
Yesterday flying home I was into the wind, a lot of wind. I knew I would be close of fuel but I was going to be too close. I thought about a fuel stop along the way but then decided to use the “go far” mode. Of course, I was a bit hesitant as I had never run my plane LOP for more than a minute as I figured it would blow up. But fresh from the APS school, I thought I knew enough to experiment.
I messed around with power settings and I was very surprised that the numbers worked out. Where I settled in on I got a 3 KT decrease in TAS for a 3.7 Gal/hr fuel flow from ROP. I included a picture from my display showing the numbers. What is of interest is the “Time to DEST” and “Time to Empty” leave me with a 1 hour (plus I still had 20 gal in a nacelle tank) reserve. Before I went to LOP power settings, I was going to need a stop as it was less than an hour and I was too far from home to cut it that close.
(Note: the numbers on the JPI are screwy – JPI does not do Pounds well. I am changing it back because all the LOP people all talk gallons and it is where I should be now – FF is in LBS, and the tanks are in GAL even though the headings say the opposite)
I would have never believed the engine would run cooler had I not done the APS thing and I really thought; my plane would be different. The CHT’s all run 300+ ROP and one on each engine will run at ~370, and that is 75-100 ROP. They all ran 50 DF lower LOP than I consider normal. The TIT is 100 higher, but still in a good spot.
I saved an hour that I would never get back from not stopping for fuel and $144 to boot. I only had installed GAMI’s last week and I think I need to do some adjusting as the spread is 1+ but even so the engines only ran with a slight roughness. But I intend to get them in the zone as this LOP stuff works.
I wanted to learn more about operating my engines and I had wanted more range on my plane. I got both.
I did enjoy the seminar and learned too so it was a win-win for me.
Regards,
Good seminar this weekend. I had completed the on-line course which really helped me put things together, thanks for the advance work opportunity. Everything was very professional and you guys don’t just present - you “teach”. And I did enjoy meeting all of the Bo people too.
Yesterday flying home I was into the wind, a lot of wind. I knew I would be close of fuel but I was going to be too close. I thought about a fuel stop along the way but then decided to use the “go far” mode. Of course, I was a bit hesitant as I had never run my plane LOP for more than a minute as I figured it would blow up. But fresh from the APS school, I thought I knew enough to experiment.
I messed around with power settings and I was very surprised that the numbers worked out. Where I settled in on I got a 3 KT decrease in TAS for a 3.7 Gal/hr fuel flow from ROP. I included a picture from my display showing the numbers. What is of interest is the “Time to DEST” and “Time to Empty” leave me with a 1 hour (plus I still had 20 gal in a nacelle tank) reserve. Before I went to LOP power settings, I was going to need a stop as it was less than an hour and I was too far from home to cut it that close.
(Note: the numbers on the JPI are screwy – JPI does not do Pounds well. I am changing it back because all the LOP people all talk gallons and it is where I should be now – FF is in LBS, and the tanks are in GAL even though the headings say the opposite)
I would have never believed the engine would run cooler had I not done the APS thing and I really thought; my plane would be different. The CHT’s all run 300+ ROP and one on each engine will run at ~370, and that is 75-100 ROP. They all ran 50 DF lower LOP than I consider normal. The TIT is 100 higher, but still in a good spot.
I saved an hour that I would never get back from not stopping for fuel and $144 to boot. I only had installed GAMI’s last week and I think I need to do some adjusting as the spread is 1+ but even so the engines only ran with a slight roughness. But I intend to get them in the zone as this LOP stuff works.
I wanted to learn more about operating my engines and I had wanted more range on my plane. I got both.
I did enjoy the seminar and learned too so it was a win-win for me.
Regards,
Best...
John Deakin
Advanced Pilot Seminars
(Next LIVE Seminar October 24-26, 2014, Ada OK)
Join Date: Dec 2000
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Is there much benefit in monitoring a Rotax? Or have you installed the monitor for simplicity?
Thread Starter
Reading about the Cunnamulla fuel exhaustion incident and in particular Jabawocky's post here show the benifits of an engine monitor. A good understanding of engine management has given me additional range and again I thank the APS course. Like Jack, I don't think I will ever own another aircraft without fitting an engine monitor.
