Full power or not

[9GT]

Smooth and steady full power on my takeoffs and I kept it there until I reached pattern altitude,,,,which does not take very long in the RV-10! (providing there is no noise abatement procedure like there is over at Canton-Plymouth Mettetal Airport, 1D2)

[togaflyer]

Since human factor makes us all creatures of habits, you may end up conditioning yourself to take off at partial power, even when you really need full power. Explain that one to the FAA. Everything I have been told and that I have read, our engines are designed to run at full power all day. So why waist horse power on your take off.

[Taltruda]

Originally Posted by lr172

I don't believe I am babying my engine and I don't believe that an inch of MAP below WOT on takeoff is harming my engine. While I sometimes use WOT, I don't believe that I am harming the engine or creating risk with a 5000' runway and 90% power. I have been doing this as a new RV10 pilot to help my directional control. Just haven't established a habit of pushing in the rest of the throttle mid way down the runway. I suspect that will change as teh summer approaches and my available power drops off. In the winter temps, 90% power was plenty. Still way more acceleration than my 6 (320 & FP)


Larry

That last inch is where the enrichment fuel is.. take a look at your egt at wide open, then throttle back an inch and watch the temps climb. You should use full power on piston engines for takeoff. Yes, go nice and slow applying it. . Like a 5 second count, or wait it'll you get good rudder feel before you go full, but you should go full power imho.

[N804RV]

I never liked cobbing the throttle on the takeoff roll. I've always smoothly advanced the throttle to start the takeoff roll. That being said, yes. I was taught full power to climb on take off. Its easier on the engine.

[rongawer]

I'm still building my 10, so I can't speak to how I fly it...yet. But I don't see the benefit of taking off with anything less than full throttle. I've been flying large continentals and lycomings for many years and my method is to apply full throttle and don't pull the throttle back until I'm ready to descend.

If you are flying a normally aspirated aircraft, your power is reduced automatically as you climb, so pulling the throttle back just compounds this reduction.

Even more so, if you are flying a Lycoming IO-540-D4A5 engine, which most -10's have, then it is rated to fly at 2700 rpm continuously at full throttle - and the best way to ensure good cylinder life is to run your engine hard. An excerpt from the operating manual to ensure good ring seating is "Climb to cruise altitude at full power and operate at 75% cruise power"... let 'er rip tater chip.

[swjohnsey]

When you are flying a 150 you need full power. When I take off at 25 x 25 and climb out at 1800 fpm I figure that is enough.

[Foghorn]

John Deakins has some very good articles on how/where to run your engine.

https://www.avweb.com/features/avweb...engine-part-1/

[rongawer]

John Deakin's articles are great. A short quote from him answer's the OP's question, and pretty much sum's it all up: "With all aircraft engines, use full available rated takeoff horsepower for all takeoffs. I cannot think of a single exception. You are usually not being kind to your engine when you use less, and you may very well be mistreating it when you do so."

[Taltruda]

Originally Posted by rongawer

John Deakin's articles are great. A short quote from him answer's the OP's question, and pretty much sum's it all up: "With all aircraft engines, use full available rated takeoff horsepower for all takeoffs. I cannot think of a single exception. You are usually not being kind to your engine when you use less, and you may very well be mistreating it when you do so."

Exactly! None of us want an engine failure at takeoff, especially below 1000 feet agl, right? That's probably why some people think they are helping the engine by doing a reduced power takeoff, but in fact, they are stressing the engine more by not using full power. .they aren't getting the cooling fuel from the enrichment circuit, and they aren't climbing through that first 1000 feet as quickly as they could. After 1000 to 1500 or so, then you may throttle back. But be aware that most engine failures happen during power changes. .

[Larry DeCamp]

My carb 0320 never tops over 310F on full power take off. Yeh I know I have too much cooling air, need to work on that. Do mechanical FI systems have WOT enrichment function ? If not, how does this discussion hold up that Full power is the only way to go. Ring seat pressure may be a valid point, but where does that fit the other 99% of of run time ? Not arguing, just lookin to get smarter