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britmcman99
Well, here I am with my new friend Patrick Rameau. We are bringing his plane to KSEE by trailer.   
On Aug 29, 2020, at 3:51 AM, Jon Finley <jd@...> wrote:
😊 Right! Some setups will actually stumble and quit when you go to full throttle at very high DA with full rich. That usually get’s a person attention pretty quick! Jon From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Jay Scheevel
Sent: Friday, August 28, 2020 6:20 PM
To: main@Q-List.groups.io
Subject: Re: [Q-List] Leaning for High DA Pretty much did the same as you for my previous plane with the O-540, which had a constant speed prop. Still had the same "feel" approach you talk about. My DA's run between 4000 and 10000 at take off depending on the season. Bottom line: no reason to be full rich at high DA. My Jabiru is a little different (like me), but I follow the same philosophy, even though the procedure differs slightly and will be of little interest to the group here. Sent from my Verizon Wireless 4G LTE DROID
Jon Finley <jd@...> wrote:
With the Marvel carbureted Lycoming’s with which I am familiar (O-320, O-360), performing the runup at 1700-1800 and leaning at that rpm is an excellent takeoff setting (due to the “power enrichment circuit” that provides an extra-rich mixture at wide-open throttle). I can imagine other engines/carbs/fuel systems behave differently. These days, instrumentation is so good and affordable, it is silly (financially – engines are expensive) not to have EGT and CHT on all cylinders. With four cylinder EGT, it is very easy to make adjustments during takeoff to achieve the magical 125 degree rich of peak (best power). After a handful of takeoff’s you will know what works well for your airplane. In my case – very specific to my airplane – I lean for max rpm while running up at 1700-1800. When I start the departure roll, I push the mixture slightly richer (just a nudge) and glance at the EIS a couple times to confirm an EGT of around 1250 degrees (I happen to know it’s peak EGT is around 1350 and that varies with the conditions). Finally, you can FEEL when have the mixture about right during the takeoff roll – the difference in engine power is noticeable. Yes, making FINE adjustments during the takeoff roll. No, I would not advise that until familiar/comfortable with/in your airplane but once you are, such adjustments are completely legit. Obviously not making large/rapid adjustments. There are many times in the backcountry that we do not perform a “full runup” due to possible prop damage (dirt/stones). In that case, setting mixture during the roll is the only option. Jon Most of my flying at high-density altitudes has been in a turbo. When not in a turbo, I have been in a typical tricycle gear plane where I could do a full-power runup and lean for max power prior to takeoff. In our Q200's, we don't really do full power runups for risk of the tail coming up and risking a prop strike. So what is the best method to know you are leaning for max power at higher altitudes? It wouldn't always be feasible to tie down the tail and I am not comfortable leaning during the roll to find that answer out "live".
--
Corbin
N33QR
-- Jon Finley Somewhere in the Southwest flying an RV-4
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John Hoxie
Congrats to Patrick! Will this be his maiden flight? Are you Phil flying Pat to FOD?
On Sat, Aug 29, 2020 at 12:12 PM, Phil Lankford via groups.io <britmcman@...> wrote: Well, here I am with my new friend Patrick Rameau. We are bringing his plane to KSEE by trailer.    On Aug 29, 2020, at 3:51 AM, Jon Finley <jd@...> wrote:
😊 Right! Some setups will actually stumble and quit when you go to full throttle at very high DA with full rich. That usually get’s a person attention pretty quick! Jon From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Jay Scheevel
Sent: Friday, August 28, 2020 6:20 PM
To: main@Q-List.groups.io
Subject: Re: [Q-List] Leaning for High DA Pretty much did the same as you for my previous plane with the O-540, which had a constant speed prop. Still had the same "feel" approach you talk about. My DA's run between 4000 and 10000 at take off depending on the season. Bottom line: no reason to be full rich at high DA. My Jabiru is a little different (like me), but I follow the same philosophy, even though the procedure differs slightly and will be of little interest to the group here. Sent from my Verizon Wireless 4G LTE DROID
Jon Finley <jd@...> wrote:
With the Marvel carbureted Lycoming’s with which I am familiar (O-320, O-360), performing the runup at 1700-1800 and leaning at that rpm is an excellent takeoff setting (due to the “power enrichment circuit” that provides an extra-rich mixture at wide-open throttle). I can imagine other engines/carbs/fuel systems behave differently. These days, instrumentation is so good and affordable, it is silly (financially – engines are expensive) not to have EGT and CHT on all cylinders. With four cylinder EGT, it is very easy to make adjustments during takeoff to achieve the magical 125 degree rich of peak (best power). After a handful of takeoff’s you will know what works well for your airplane. In my case – very specific to my airplane – I lean for max rpm while running up at 1700-1800. When I start the departure roll, I push the mixture slightly richer (just a nudge) and glance at the EIS a couple times to confirm an EGT of around 1250 degrees (I happen to know it’s peak EGT is around 1350 and that varies with the conditions). Finally, you can FEEL when have the mixture about right during the takeoff roll – the difference in engine power is noticeable. Yes, making FINE adjustments during the takeoff roll. No, I would not advise that until familiar/comfortable with/in your airplane but once you are, such adjustments are completely legit. Obviously not making large/rapid adjustments. There are many times in the backcountry that we do not perform a “full runup” due to possible prop damage (dirt/stones). In that case, setting mixture during the roll is the only option. Jon Most of my flying at high-density altitudes has been in a turbo. When not in a turbo, I have been in a typical tricycle gear plane where I could do a full-power runup and lean for max power prior to takeoff. In our Q200's, we don't really do full power runups for risk of the tail coming up and risking a prop strike. So what is the best method to know you are leaning for max power at higher altitudes? It wouldn't always be feasible to tie down the tail and I am not comfortable leaning during the roll to find that answer out "live".
--
Corbin
N33QR
-- Jon Finley Somewhere in the Southwest flying an RV-4
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britmcman99
Hello John H.: the Tri-Q belongs to Patrick R. and it was necessary to move it off Yuma as all the FBOs are moving toward big jets. A fellow at my field, Gabriel, has graciously offered hangar space as a part of a two month trial evaluation for a potential purchase. Gabe is also a fast glass guy with a vari-EZE so has a good grasp of the territory. Gabe may be able to join me for a trip to Enid for the Field of Dreams. He could soak up a bunch of Quickie wisdom on a trip like that. If for some reason he is not able to make the trip I’ll be happy to pick you up in TCS. I should know in a day or two. Phil
On Aug 29, 2020, at 11:52 AM, John Hoxie via groups.io <hoxdesigns@...> wrote:
Congrats to Patrick! Will this be his maiden flight? Are you Phil flying Pat to FOD? On Sat, Aug 29, 2020 at 12:12 PM, Phil Lankford via groups.io <britmcman@...> wrote: Well, here I am with my new friend Patrick Rameau. We are bringing his plane to KSEE by trailer. <image0.jpeg> <image1.jpeg> <image2.jpeg> On Aug 29, 2020, at 3:51 AM, Jon Finley <jd@...> wrote:
😊 Right! Some setups will actually stumble and quit when you go to full throttle at very high DA with full rich. That usually get’s a person attention pretty quick! Jon From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Jay Scheevel
Sent: Friday, August 28, 2020 6:20 PM
To: main@Q-List.groups.io
Subject: Re: [Q-List] Leaning for High DA Pretty much did the same as you for my previous plane with the O-540, which had a constant speed prop. Still had the same "feel" approach you talk about. My DA's run between 4000 and 10000 at take off depending on the season. Bottom line: no reason to be full rich at high DA. My Jabiru is a little different (like me), but I follow the same philosophy, even though the procedure differs slightly and will be of little interest to the group here. Sent from my Verizon Wireless 4G LTE DROID
Jon Finley <jd@...> wrote:
With the Marvel carbureted Lycoming’s with which I am familiar (O-320, O-360), performing the runup at 1700-1800 and leaning at that rpm is an excellent takeoff setting (due to the “power enrichment circuit” that provides an extra-rich mixture at wide-open throttle). I can imagine other engines/carbs/fuel systems behave differently. These days, instrumentation is so good and affordable, it is silly (financially – engines are expensive) not to have EGT and CHT on all cylinders. With four cylinder EGT, it is very easy to make adjustments during takeoff to achieve the magical 125 degree rich of peak (best power). After a handful of takeoff’s you will know what works well for your airplane. In my case – very specific to my airplane – I lean for max rpm while running up at 1700-1800. When I start the departure roll, I push the mixture slightly richer (just a nudge) and glance at the EIS a couple times to confirm an EGT of around 1250 degrees (I happen to know it’s peak EGT is around 1350 and that varies with the conditions). Finally, you can FEEL when have the mixture about right during the takeoff roll – the difference in engine power is noticeable. Yes, making FINE adjustments during the takeoff roll. No, I would not advise that until familiar/comfortable with/in your airplane but once you are, such adjustments are completely legit. Obviously not making large/rapid adjustments. There are many times in the backcountry that we do not perform a “full runup” due to possible prop damage (dirt/stones). In that case, setting mixture during the roll is the only option. Jon Most of my flying at high-density altitudes has been in a turbo. When not in a turbo, I have been in a typical tricycle gear plane where I could do a full-power runup and lean for max power prior to takeoff. In our Q200's, we don't really do full power runups for risk of the tail coming up and risking a prop strike. So what is the best method to know you are leaning for max power at higher altitudes? It wouldn't always be feasible to tie down the tail and I am not comfortable leaning during the roll to find that answer out "live".
--
Corbin
N33QR
-- Jon Finley Somewhere in the Southwest flying an RV-4
<image0.jpeg> <image1.jpeg> <image2.jpeg>
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John Hoxie
Phil, Thanx for the clarification and update. Today, on my sister's golden anniversary, I put up a couple fliers, handed out one and just sent an email to my chapter emailer to disseminate with the flier I made up today that includes the FOD website. Perhaps someone at KALM will want to fly there. Met two more people for the first time at the airport today. One a retired air force academy officer that can only fly gliders has his own) now. I'm sure he cold fly light sport and ultralights also.
John Hoxie He is no fool, who gives up what he can not keep, to gain what he can not loose -- Jim Elliot
On Saturday, August 29, 2020, 08:07:07 PM MDT, Phil Lankford via groups.io <britmcman@...> wrote:
Hello John H.: the Tri-Q belongs to Patrick R. and it was necessary to move it off Yuma as all the FBOs are moving toward big jets. A fellow at my field, Gabriel, has graciously offered hangar space as a part of a two month trial evaluation for a potential purchase. Gabe is also a fast glass guy with a vari-EZE so has a good grasp of the territory. Gabe may be able to join me for a trip to Enid for the Field of Dreams. He could soak up a bunch of Quickie wisdom on a trip like that. If for some reason he is not able to make the trip I’ll be happy to pick you up in TCS. I should know in a day or two. Phil
On Aug 29, 2020, at 11:52 AM, John Hoxie via groups.io <hoxdesigns@...> wrote:
Congrats to Patrick! Will this be his maiden flight? Are you Phil flying Pat to FOD? On Sat, Aug 29, 2020 at 12:12 PM, Phil Lankford via groups.io <britmcman@...> wrote: Well, here I am with my new friend Patrick Rameau. We are bringing his plane to KSEE by trailer. <image0.jpeg> <image1.jpeg> <image2.jpeg> On Aug 29, 2020, at 3:51 AM, Jon Finley <jd@...> wrote:
😊 Right! Some setups will actually stumble and quit when you go to full throttle at very high DA with full rich. That usually get’s a person attention pretty quick! Jon From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Jay Scheevel
Sent: Friday, August 28, 2020 6:20 PM
To: main@Q-List.groups.io
Subject: Re: [Q-List] Leaning for High DA Pretty much did the same as you for my previous plane with the O-540, which had a constant speed prop. Still had the same "feel" approach you talk about. My DA's run between 4000 and 10000 at take off depending on the season. Bottom line: no reason to be full rich at high DA. My Jabiru is a little different (like me), but I follow the same philosophy, even though the procedure differs slightly and will be of little interest to the group here. Sent from my Verizon Wireless 4G LTE DROID
Jon Finley <jd@...> wrote:
With the Marvel carbureted Lycoming’s with which I am familiar (O-320, O-360), performing the runup at 1700-1800 and leaning at that rpm is an excellent takeoff setting (due to the “power enrichment circuit” that provides an extra-rich mixture at wide-open throttle). I can imagine other engines/carbs/fuel systems behave differently. These days, instrumentation is so good and affordable, it is silly (financially – engines are expensive) not to have EGT and CHT on all cylinders. With four cylinder EGT, it is very easy to make adjustments during takeoff to achieve the magical 125 degree rich of peak (best power). After a handful of takeoff’s you will know what works well for your airplane. In my case – very specific to my airplane – I lean for max rpm while running up at 1700-1800. When I start the departure roll, I push the mixture slightly richer (just a nudge) and glance at the EIS a couple times to confirm an EGT of around 1250 degrees (I happen to know it’s peak EGT is around 1350 and that varies with the conditions). Finally, you can FEEL when have the mixture about right during the takeoff roll – the difference in engine power is noticeable. Yes, making FINE adjustments during the takeoff roll. No, I would not advise that until familiar/comfortable with/in your airplane but once you are, such adjustments are completely legit. Obviously not making large/rapid adjustments. There are many times in the backcountry that we do not perform a “full runup” due to possible prop damage (dirt/stones). In that case, setting mixture during the roll is the only option. Jon Most of my flying at high-density altitudes has been in a turbo. When not in a turbo, I have been in a typical tricycle gear plane where I could do a full-power runup and lean for max power prior to takeoff. In our Q200's, we don't really do full power runups for risk of the tail coming up and risking a prop strike. So what is the best method to know you are leaning for max power at higher altitudes? It wouldn't always be feasible to tie down the tail and I am not comfortable leaning during the roll to find that answer out "live".
--
Corbin
N33QR
-- Jon Finley Somewhere in the Southwest flying an RV-4
<image0.jpeg> <image1.jpeg> <image2.jpeg>
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John Hoxie
Phil, Gabe wouldn't want to fly his Vari Eze there?
John Hoxie He is no fool, who gives up what he can not keep, to gain what he can not loose -- Jim Elliot
On Saturday, August 29, 2020, 08:40:38 PM MDT, John Hoxie via groups.io <hoxdesigns@...> wrote:
Phil, Thanx for the clarification and update. Today, on my sister's golden anniversary, I put up a couple fliers, handed out one and just sent an email to my chapter emailer to disseminate with the flier I made up today that includes the FOD website. Perhaps someone at KALM will want to fly there. Met two more people for the first time at the airport today. One a retired air force academy officer that can only fly gliders has his own) now. I'm sure he cold fly light sport and ultralights also.
John Hoxie He is no fool, who gives up what he can not keep, to gain what he can not loose -- Jim Elliot
On Saturday, August 29, 2020, 08:07:07 PM MDT, Phil Lankford via groups.io <britmcman@...> wrote:
Hello John H.: the Tri-Q belongs to Patrick R. and it was necessary to move it off Yuma as all the FBOs are moving toward big jets. A fellow at my field, Gabriel, has graciously offered hangar space as a part of a two month trial evaluation for a potential purchase. Gabe is also a fast glass guy with a vari-EZE so has a good grasp of the territory. Gabe may be able to join me for a trip to Enid for the Field of Dreams. He could soak up a bunch of Quickie wisdom on a trip like that. If for some reason he is not able to make the trip I’ll be happy to pick you up in TCS. I should know in a day or two. Phil
On Aug 29, 2020, at 11:52 AM, John Hoxie via groups.io <hoxdesigns@...> wrote:
Congrats to Patrick! Will this be his maiden flight? Are you Phil flying Pat to FOD? On Sat, Aug 29, 2020 at 12:12 PM, Phil Lankford via groups.io <britmcman@...> wrote: Well, here I am with my new friend Patrick Rameau. We are bringing his plane to KSEE by trailer. <image0.jpeg> <image1.jpeg> <image2.jpeg> On Aug 29, 2020, at 3:51 AM, Jon Finley <jd@...> wrote:
😊 Right! Some setups will actually stumble and quit when you go to full throttle at very high DA with full rich. That usually get’s a person attention pretty quick! Jon From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Jay Scheevel
Sent: Friday, August 28, 2020 6:20 PM
To: main@Q-List.groups.io
Subject: Re: [Q-List] Leaning for High DA Pretty much did the same as you for my previous plane with the O-540, which had a constant speed prop. Still had the same "feel" approach you talk about. My DA's run between 4000 and 10000 at take off depending on the season. Bottom line: no reason to be full rich at high DA. My Jabiru is a little different (like me), but I follow the same philosophy, even though the procedure differs slightly and will be of little interest to the group here. Sent from my Verizon Wireless 4G LTE DROID
Jon Finley <jd@...> wrote:
With the Marvel carbureted Lycoming’s with which I am familiar (O-320, O-360), performing the runup at 1700-1800 and leaning at that rpm is an excellent takeoff setting (due to the “power enrichment circuit” that provides an extra-rich mixture at wide-open throttle). I can imagine other engines/carbs/fuel systems behave differently. These days, instrumentation is so good and affordable, it is silly (financially – engines are expensive) not to have EGT and CHT on all cylinders. With four cylinder EGT, it is very easy to make adjustments during takeoff to achieve the magical 125 degree rich of peak (best power). After a handful of takeoff’s you will know what works well for your airplane. In my case – very specific to my airplane – I lean for max rpm while running up at 1700-1800. When I start the departure roll, I push the mixture slightly richer (just a nudge) and glance at the EIS a couple times to confirm an EGT of around 1250 degrees (I happen to know it’s peak EGT is around 1350 and that varies with the conditions). Finally, you can FEEL when have the mixture about right during the takeoff roll – the difference in engine power is noticeable. Yes, making FINE adjustments during the takeoff roll. No, I would not advise that until familiar/comfortable with/in your airplane but once you are, such adjustments are completely legit. Obviously not making large/rapid adjustments. There are many times in the backcountry that we do not perform a “full runup” due to possible prop damage (dirt/stones). In that case, setting mixture during the roll is the only option. Jon Most of my flying at high-density altitudes has been in a turbo. When not in a turbo, I have been in a typical tricycle gear plane where I could do a full-power runup and lean for max power prior to takeoff. In our Q200's, we don't really do full power runups for risk of the tail coming up and risking a prop strike. So what is the best method to know you are leaning for max power at higher altitudes? It wouldn't always be feasible to tie down the tail and I am not comfortable leaning during the roll to find that answer out "live".
--
Corbin
N33QR
-- Jon Finley Somewhere in the Southwest flying an RV-4
<image0.jpeg> <image1.jpeg> <image2.jpeg>
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britmcman99
John Hoxie contact me off list at britmcman@... in case we can make this trip to Enid OK work out. Cheers, Phil Lankford
On Aug 29, 2020, at 7:47 PM, John Hoxie via groups.io <hoxdesigns@...> wrote:
Phil, Gabe wouldn't want to fly his Vari Eze there?
John Hoxie He is no fool, who gives up what he can not keep, to gain what he can not loose -- Jim Elliot
On Saturday, August 29, 2020, 08:40:38 PM MDT, John Hoxie via groups.io <hoxdesigns@...> wrote:
Phil, Thanx for the clarification and update. Today, on my sister's golden anniversary, I put up a couple fliers, handed out one and just sent an email to my chapter emailer to disseminate with the flier I made up today that includes the FOD website. Perhaps someone at KALM will want to fly there. Met two more people for the first time at the airport today. One a retired air force academy officer that can only fly gliders has his own) now. I'm sure he cold fly light sport and ultralights also.
John Hoxie He is no fool, who gives up what he can not keep, to gain what he can not loose -- Jim Elliot
On Saturday, August 29, 2020, 08:07:07 PM MDT, Phil Lankford via groups.io <britmcman@...> wrote:
Hello John H.: the Tri-Q belongs to Patrick R. and it was necessary to move it off Yuma as all the FBOs are moving toward big jets. A fellow at my field, Gabriel, has graciously offered hangar space as a part of a two month trial evaluation for a potential purchase. Gabe is also a fast glass guy with a vari-EZE so has a good grasp of the territory. Gabe may be able to join me for a trip to Enid for the Field of Dreams. He could soak up a bunch of Quickie wisdom on a trip like that. If for some reason he is not able to make the trip I’ll be happy to pick you up in TCS. I should know in a day or two. Phil On Aug 29, 2020, at 11:52 AM, John Hoxie via groups.io <hoxdesigns@...> wrote:
Congrats to Patrick! Will this be his maiden flight? Are you Phil flying Pat to FOD? On Sat, Aug 29, 2020 at 12:12 PM, Phil Lankford via groups.io <britmcman@...> wrote: Well, here I am with my new friend Patrick Rameau. We are bringing his plane to KSEE by trailer. <image0.jpeg> <image1.jpeg> <image2.jpeg> On Aug 29, 2020, at 3:51 AM, Jon Finley <jd@...> wrote:
😊 Right! Some setups will actually stumble and quit when you go to full throttle at very high DA with full rich. That usually get’s a person attention pretty quick! Jon From: main@Q-List.groups.io <main@Q-List.groups.io> On Behalf Of Jay Scheevel
Sent: Friday, August 28, 2020 6:20 PM
To: main@Q-List.groups.io
Subject: Re: [Q-List] Leaning for High DA Pretty much did the same as you for my previous plane with the O-540, which had a constant speed prop. Still had the same "feel" approach you talk about. My DA's run between 4000 and 10000 at take off depending on the season. Bottom line: no reason to be full rich at high DA. My Jabiru is a little different (like me), but I follow the same philosophy, even though the procedure differs slightly and will be of little interest to the group here. Sent from my Verizon Wireless 4G LTE DROID
Jon Finley <jd@...> wrote:
With the Marvel carbureted Lycoming’s with which I am familiar (O-320, O-360), performing the runup at 1700-1800 and leaning at that rpm is an excellent takeoff setting (due to the “power enrichment circuit” that provides an extra-rich mixture at wide-open throttle). I can imagine other engines/carbs/fuel systems behave differently. These days, instrumentation is so good and affordable, it is silly (financially – engines are expensive) not to have EGT and CHT on all cylinders. With four cylinder EGT, it is very easy to make adjustments during takeoff to achieve the magical 125 degree rich of peak (best power). After a handful of takeoff’s you will know what works well for your airplane. In my case – very specific to my airplane – I lean for max rpm while running up at 1700-1800. When I start the departure roll, I push the mixture slightly richer (just a nudge) and glance at the EIS a couple times to confirm an EGT of around 1250 degrees (I happen to know it’s peak EGT is around 1350 and that varies with the conditions). Finally, you can FEEL when have the mixture about right during the takeoff roll – the difference in engine power is noticeable. Yes, making FINE adjustments during the takeoff roll. No, I would not advise that until familiar/comfortable with/in your airplane but once you are, such adjustments are completely legit. Obviously not making large/rapid adjustments. There are many times in the backcountry that we do not perform a “full runup” due to possible prop damage (dirt/stones). In that case, setting mixture during the roll is the only option. Jon Most of my flying at high-density altitudes has been in a turbo. When not in a turbo, I have been in a typical tricycle gear plane where I could do a full-power runup and lean for max power prior to takeoff. In our Q200's, we don't really do full power runups for risk of the tail coming up and risking a prop strike. So what is the best method to know you are leaning for max power at higher altitudes? It wouldn't always be feasible to tie down the tail and I am not comfortable leaning during the roll to find that answer out "live".
--
Corbin
N33QR
-- Jon Finley Somewhere in the Southwest flying an RV-4
<image0.jpeg> <image1.jpeg> <image2.jpeg>
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