Just a quick question... You didn't lean until you were level at 9,500... that's a long way up without leaning. Any particular reason? And then on the way down, looks like you left the mixtures untouched all the way until after landing... just wondering if you had reasoning behind that or if they were just not much of a thought? You said that jets operations carry over just fine to piston... I actually have to differ in that opinion a little bit. Rarely ever touching the mixture like that makes for far less-than-optimum operation of the engines. Full lean on the ground while taxiing fouls plugs, going up to 9,500 at full rich makes the fuel/air mixture too rich, and leaving them where they are all the way down from 9,500 makes them too lean and can even go as far as cause the engines to cut off, among other issues. Really great video though, I actually liked it! Love the sound of those Barons ;)
+Todd Barker Todd this Baron has the Colemill President II conversion, which means it has the 300hp IO550E engines instead of the 260hp IO470 that orignially came on the B55. It also has altitude compensating fuel pumps which means that they lean the mixture as it climbs automatically. It basically drops the fuel flow about 1 gal per 1000'. That leaning schedule puts the EGT's right around 1300 during the climb which is perfect. At climb we generally lean to the lean side of peak for maximum efficiency and cooler CHT's. Good stuff!! Thanks for the comments.
+KING G I don't believe it's scary, but I appreciate your view on the matter and if it is your SOP to put everything full forward on final then that's great. It is our SOP to leave the props at 2500 which is where we climb, cruise and descend these engines at. The airplane has the IO550E 300hp engines with altitude compensating fuel pumps (ACFP) in it. That means that leaning and enrichening the fuel/air ratio is done automatically as you climb or descend via an aneroid in the fuel pumps. We only lean manually at cruise flight to go to a lean of peak mixture setting for efficiency as well as coller CHT's. During climb the ACFP will lean the fuel flows about 1 gallon per thousand feet which keeps the EGT's right around 1300 degrees which is just perfect and keep it on a rich of peak setting during climb.
I know I appreciate u tube experts.....even when they're angry. Thanks for explain'n to KING G the difference between a professional pilots operation of his aircraft to what one CFII MEI might teach a student. By the way that is a sweet ride......I miss my days flying Barons for free. Best camera angle on the tube.
