Leaning The Advanced Class 

I also have a 182, mine with carbureted p-ponk...My question is when monitoring CHT should we be doing this with cowl flaps closed in cruise? My #1 cylinder runs like 15-20 degrees hotter than the rest of the cylinders. Id love it if Savvy would do a special on 0-470/0-470-50 carb engines.

I noticed this as well. I feel he may have mispoke here. In a large engine such as the TIO-540 J2BD in the Navajo, climbing at peak RPM (best power) at climb power settings will most definitely contribute to hot cylinders. This was in fact a causal factor in the Whyalla Crash, which was described thoroughly in John Deakin's engine management articles on AvWeb. The only time leaning to best power on the climb would be beneficial is in a NA engine climbing above 3000-5000' where the power output gradually decreases with an increase in altitude

I am wondering as well. I fly a Cessna 175 with Franklin engine and it runs very cool (e.g. CHT below 300°F), probably because it was once designed for cooling in helicopters at 3200rpm (our rev limiter is 2800). So... does the red box not exist for us? We just installed an EDM730 and would love to fly at peak EGT or some cylinders LOP to reduce fuel flow.

Are you carbureted? Are your fuel injectors balanced?

I'm with ya guy. I'm smelling some BS here

Lead would destroy them? But I would like to have a lambda sensor gauge in an airplane, that would be cool.

FAA is trash, that's why

Sorry Mike. Auto text w/o correction. get LOP and then 380-400 MAX

I just bought a turbo saratoga and put a new engine in it. I was wondering the same thing. I was in my 172 and leaned to rough, gave it a touch of fuel to smooth, then gave throttle to gain back rpm. Ran nice at that. Only have oil temp though.

YES! That is a GREAT question. If you go back circa WWII, the standard for many of the radial engines were run LOP, per manufacturing procedure.

Why not replace the cylinders? How was your oil pressure and temp at cruise?

@@keepyourbilsteins oil pressure and temps were/are very good....I think I will try to find a good AI to do a top overhaul...with new Lyc cylinders.from around the Kansas City area....any suggestions ??

@@Jimbo-pm1dp I can't make any local recommendations, but Mike's company (savvy aviation) is a fantastic resource. I would strongly suggest contacting them if you aren't a member of the type club and don't have local advice to fall back upon.

@@Jimbo-pm1dp Interested to know how your saga works out.

Any update?

Liquid coolant is limited by the boiling point of the liquid. Generally there is no CHT on a liquid cooled engine as the whole engine has a much more even temperature. 248F is the boiling point of an antifreeze mixture under a few PSI of pressure.

How about just following what your POH says rather than some random stranger on the internet?

@@TRPGpilot because I'm an R&D engineer, and I like collecting information from various sources.

If you're that easily distracted, please don't fly... ...or drive.

@@freakfly23 get out of the stone ages,, computer control is the only way to go,, ask diamond aircraft ,,, no prop or mixture controls

You know when engine starts losing power as you lean. If you are flying level and didn't touch the throttle then this is by definition because you are now LOP, i.e. on the side of scarce fuel and excess air, i.e. on the side where power is set by how much fuel you're letting your engine have. And this side can only be found LOP since at peak EGT you're letting your engine get exactly the right amount of air and fuel for the optimal combustion i.e. the stochastic fuel air ratio. When you experience that power loss as you lean and that power loss is sufficient then according to physics you can't be in the red box but are now sufficiently LOP to be on the other side of it. You confirm by monitoring your CHTs.