David-aviator
Well Known Member
I read the Dave Hirschman article on LOP. It is a good read. I can see why some are so taken in with this subject, even a Lycoming exec is coming around although cautiously recommending LOP only at 65% or less.
But what Mr. Hirschman and others are focused on are turbo charged high end 6 cylinder engines. Hardly any mention of a 4 cylinder stock Lycoming except don't do it with a carb or without very complete engine information, preferably in graphic form.
I can see why guys are doing it, there are benefits in economy but probably not as apparent at a basic level of a stock 180hp 0360. It is mentioned that Cirrus requires pilots use LOP, but no mention as to why or what's behind some of the 128 NTSB reports on Cirrus crack ups.
My max EGT spread is 39F at a peak low power setting (1400-1439), is that close enough to consider LOP ops? CHT runs between 338-352.
Seems like 39F may not be close enough to do it.
But what Mr. Hirschman and others are focused on are turbo charged high end 6 cylinder engines. Hardly any mention of a 4 cylinder stock Lycoming except don't do it with a carb or without very complete engine information, preferably in graphic form.
I can see why guys are doing it, there are benefits in economy but probably not as apparent at a basic level of a stock 180hp 0360. It is mentioned that Cirrus requires pilots use LOP, but no mention as to why or what's behind some of the 128 NTSB reports on Cirrus crack ups.
My max EGT spread is 39F at a peak low power setting (1400-1439), is that close enough to consider LOP ops? CHT runs between 338-352.
Seems like 39F may not be close enough to do it.