Flight Training - the Art of Leaning - various aircraft types - POV FLying

[@jlshoem]

I have been flying for 30 years. This video was the best I have seen regarding fuel mixture. Simple, and straight up.

[@McPilot_W3DDS]

In a fuel injected engine it may be easier to cause damage at ROP vs LOP... 75% power 50 deg rich = bad combo for most engines yet that is where many pilots run.

[@downwindchecklist6567]

Thx for the simple explanation. Leaning is indeed one of the areas that gets scary when one starts to look into all the complexities of flying ....

[@BlairPalmerlee]

Thanks so much. I'm a student about to take my oral exam and mixture is one of the things I needed to brush up on. This really helps.

[@peachtrees27]

Leaning is less precise on our carbureted engines (as you probably already know) but still worth the effort. I installed a UBG-16 in my O-320 powered Cheetah a few years back and it's somewhat comical how varied the CHT's and EGT's are (when the sensors are actually working - another story for another hanger day). Still, always good to lean her out on those long cross country's...

[@pappybo49]

I was just browsing some of your older stuff and ran across this video. Thanks for sharing it with us because there are a lot of us who never learned to lean properly. I learned to fly in a J3 at sea level and leaning meant “carb heat off, mixture rich, throttle cracked, CLEAR!” Then prop the plane. That’s as much as the mixture was mentioned. Then about 20 years ago, I decided to mentor my son and thought 💭 brushing up on my skills might be a good 👍 idea. We live in the 4corners area of SW Colorado and the field elevation is about 6500’ . The instructor had me lean the mixture and explained the purpose. I really enjoyed flying with this young man 👨 and ended up flying with him several more times to learn more things like mountain flying, proper use of oxygen at altitude, etc.. I thought 💭 I was a pretty good pilot 👨🏼‍✈️ till then. It’s amazing what there is to learn out there.

[@JETZcorp]

I feel fortunate that, before getting into flying, I've spent a bunch of time fiddling with vintage motorcycles, and hypermiling in cars with factory lean-burn operation. With that background, I've gotten decent at feeling what an engine is doing and what it wants, and I've become familiar with a lot of the theory of detonation, BSFC, etc. With that, as well as some of the great aviation-centric theory in videos like this and especially Martin Pauly's, I feel very comfortable with leaning. Not long ago, I was running a little bit late on getting the rental back, and was going to dip a few minutes into my reserve (10 minutes out of my 60 minute reserve). It was comforting to know that I had been running the engine very efficiently all day, and that therefore the fuel burn estimates from the POH were probably more conservative than optimistic. It was also nice to be able to rip home with a tailwind down the Columbia Gorge running ~70% power LOP, as opposed to staying ROP and running at a slow airspeed to use a similar amount of fuel.

[@MichaelCarrPilot]

Good information. Always was scared of it but have come to learn to use it wisely and make sure mixture is leaned to the best performance. I too, as a rental pilot, didn't used to think about leaning out but now do!

[@FlightChops]

Glad you enjoyed the video

[@mattrobinson4994]

Good video. I attended a leaning seminar at the Colorado Springs AOPA Convention, and full rich in ground ops was discussed as a major issue for engine maintenance and eventual problems, esp in high density altitude airports/environments.

[@itiswhatitis4846]

Matt Robinson , do you fly/ live in the springs? I only ask because I do. I own an airplane out at KFLY but could use some help and pointers if you are a seasoned pilot. Even if you’re not lol pilots stick together and it’d be nice to talk with someone who knows more on the subject then I do. Cheers, Scott

[@jameskirklandiv7387]

Man I have learned so much from this boss this whole pandemic I've been watching your lessons I think tommarow im ready to schedule my Discovery flight thanks brother time to get back in the left seat.

[@FlightChops]

Glad to hear it!

[@c172ae]

Very informative video. Myself, I always lean the engine using my ears, and it often gives optimal results according to the EGT in a couple of 172SP's I fly.

[@FlightChops]

Agreed that leaning by ear is a great way to do it, then ideally you can cross check with the other methods… part of the reason I'll never get a noise cancelling head set - I am more than happy with my DC 13.4 - They are very good at removing excess noise, but still allow me to be able to hear the engine at all times.

[@ryuhaneda]

I barely knew anything about enriching and learning fuel before (supremely-green student learner and sim enthusiast). This was beneficial, and the aural adjusting and fine-tuning sounds like a neat way to get some more “eyes-up” time. Thanks for sharing.

[@xlide]

I think what you're doing is great! Thanks for sharing your experiences and encouraging others to strive to become better pilots.

[@FlightChops]

xlide Friendly comment appreciated :)

[@AV8R_1]

to add to my comment below, Full rich below 5000' is also what Lycoming recommends in the Lycoming Operator's Manual for O-360 and HO-360 engines. At least in the manual I have which came with my aircraft and was published in 1965. Procedures may have changed since then. They also recommend that you can take-off as long as you have oil-pressure in the green, but I still wait for oil temp to come up as well. Lycoming says on cold days oil temp may not be in the green till engine is at cruise power.

[@Schedul1]

Ive looked for awhile about the exact functions of the mixture knob and noone sums it up as good as you great video thanks man

[@Cpsvids]

Great vid Steve! I recall all to well the time before my first solo when I yanked the mixture control out instead of carb heat on my downwind checks! Suffice it to say quick hands of my instructor saved the day and I learned why it was red. I wrote it up on my blog.. In a post entitled "It is Red for a reason!" Apparently I was not the first, and probably not the last student to make that dumb mistake. That said, your wise words have made me realise I am guilty of not truly understanding how best to lean my aircraft and it is something I will make a point of getting to the bottom of vs. being terrified of the red one.. Chris

[@FlightChops]

Thanks for sharing your story. And I hear ya - many of us need a little nudge to think about "the red knob" a little more :) This video has been on my list to make for a while!

[@stephenrumer6953]

Thank you., thank you, thank you for this awesome channel and all the detailed and well explained techniques of flying. I'm currently working on a light sport certificate in an Evektor Harmony, and all of your videos help me to become immersed in this world of aviation. I hope to someday give back to the aviation community the way you are, thank you again!

[@JustPlaneSilly]

This popped up in a search for me today. My first thought was "Steve and I have been going grey at the same astonishingly fast rate" Night and day difference from 2014 and 2019.

[@FlightChops]

Right?! I have no good measure of how other people see me, because I still see myself as a dude with not grey hair... Do the kids think I'm a grampa now? P.S. Let's really do something, some time before never :P

[@AV8R_1]

I fly a cherokee 180 I have owned for about 8 years, and I use the EGT for leaning, but you don't really need the EGT. Lean till it runs rough then enrich until its smooth again. this is good on the ground and in the air... Full rich for climbs and decents untill at desired altitude then rinse and repeat. Believe it or not I was taught by my instructor not to lean below 5000 feet MSL, and although this is not correct, I did not ever see any negative impact on my plugs for the few years I flew it that way.

[@gtm624]

Seeing this post 2021 osh. Wow. Just wow. What a journey! 👏🏼

[@kefka19111]

One neat thing with some constant speed prop engines like in the Aztec or Seminole, is that when leaning the EGT will rise to the top of the gauge then fall back to where you want it. In the seminole on warm days, the EGT starts above the indicator needle, so Rich of Peak is above it instead of below it, while in the 172S it's the other way around. At least that's how I was taught. I too am not an instructor.

[@FlightChops]

I am having a hard time visualizing what you are saying about LOP being above peak EGT in the Seminole - can you clarify? thanks.

[@kefka19111]

***** Of course no problem. Now I will preface that I'm not an instructor and if anyone else knows better to please correct me. This is just how I learned on the Seminole. So on the 172S when it's running and warmed up the EGT white needle sits below the red needle (The red needle being the needle to which Peak EGT is) and just below that is ROP and above that is LOP. This I believe you are familiar with. On the seminole, on a warm day, when the engines are running are warmed up, the White needle (which represents the current EGT) is above the red needle (which is peak EGT). When leaning the engines the white needle rises to the top then falls and ROP is now above the red needle and LOP is below it. So if you keep leaning from the ROP point the white needle will drop below the the red one and LOP will occur. Another interesting point about the EGT gauges is that they show a temperature range cooler being the bottom and hotter at the top. Where the reference needle is to show Peak EGT. Keep this thought in mind, if you fly a glass cockpit plane they show actual temperatures. EGT temperatures rise until Peak and then fall. This would contradict the EGT gauges that planes have. I'm still on a my learning quest to become more efficient at leaning and understanding what is my plane trying to tell me. In a lot of aspects there seams to be a disconnect between airplane manufacture and instructor. The person who is supposed to be teaching us this information. Glass Cockpit planes are sooo much easier to lean because they give you so much information and things are laid out to make sense. Like you I'm just trying to improve and if anyone has better information or see's where I'm missing in my understand please correct me.

[@MiLeuthner]

Thank you so much for sharing your insights and your hard work in these fantastic videos?. I appreciate your self-critical approach analysing your flights! Great!!!!

[@FlightChops]

Thanks for taking the time to send a friendly comment - I really appreciate it.

[@dz1sfb]

Thank you for sharing. I am not a pilot yet, but have had a life long interest in aircraft and aviation.

[@Veritas1992]

What aggravates me the most about leaning, or lack thereof, is people are taught a procedure that their instructor taught them that was passed down from another instructor. This creates a virus in the industry that isn't cut out until pilots do their own research. What I recommend is getting familiar with the manufacturer's recommendations for leaning with that specific engine model. Little known fact in the C-172SP POH in the amplified procedures of Section 4 gives the exact leaning procedure. It also includes a note that for flight training purposes the engine can remain leaned even during maneuvers with full power like recovery from stalls and slow flight.

[@FlightChops]

+Veritas1992 Thanks for the added perspective! I had no idea about those amplified procedures - will have to go take a look.

[@trooper744]

+Veritas1992 I was just going over CPL flight test guide and realized this was required ground knowledge... Just check my 172s POH and BAM.. there it was.. thanks ;)

[@Veritas1992]

It's institutionalizing in the training environment. I went through probably 90% of my overall training including private & commercial single & multi as well as instrument with doing very little leaning during maneuvers due to lack of knowledge of the leaning procedures. It's not an uncommon issue.

[@thierryvt]

I just started my pilot training and hope to start flying by january (sooner if possible). I stumbled across your channel and love it. You got one new subscriber.

[@FlightChops]

+Thierry Van Tillo Awesome thanks! Enjoy the back catalog! I think there are like 75 videos now!

[@theav8rs45]

Chops... This is a great video for new pilots! Makes it easy for them to understand. I fly my RV-7a ROP with 320 on the CHT's and 1,250 on the EGT's. On my Bonanza I fly LOP with 320 on the CHT's and 1,400 on the EGT's. I might do a video on LOP ops. Great channel! Keep the videos coming!

[@alwynlouis]

Love the blues piano in the background! Nice VID. Thx mate

[@dmortara]

Fantastic work. I don't think the importance of proper leaning gets through during basic training. Many thanks and I wish you blue skies.

[@JLDoctorWho]

That little red handle is so important. Generally, I start leaning during the climb out and don't have it back to full rich until almost at the destination. It gives me a substantially better range in something like a C-150 or a Piper Arrow.

[@JLDoctorWho]

GibblesTheWonderCat If you are talking about a high performance engine or a turbo sure they need more TLC. The small engines in the Cessna and Piper don't have a problem dissipating the heat and I did not say to take lean it all the way to lean of peak. The CHT don't spike if you are doing it right.

[@gregmiller9162]

Love your videos man, thanks for posting these. They are very informative and really help me to remember things I may have forgotten.

[@FlightChops]

great thanks - glad you got something out of this one.

[@flyingfiddler90q]

Great video! I learned leaning technique very early on in my training, as I was flying my family airplane, not renting. In addition, the engine on our plane is *super* sensitive to plug fouling, and will start to run rough if you leave the mixture full rich for more than about 5 minutes when you're not at full power.

[@FlightChops]

Thanks for the comment! How did you get the word "super" to be bold? I had no idea you could affect the fonts in youtube comments - you've sufficiently blown my mind :P

[@flyingfiddler90q]

Asterisk. I didn't actually know it would do that.

[@VroodenTheGreat]

Even in flight school, I had to TELL them to tell me how this works. It's not in any of the books. Thank you.

[@nealhere]

Great video on leaning. this stuff is great to have as refresher at my fingertips. I would not mind if you added a sponsor (I think that is monetizing) You are still sharing and we can click out of ad pretty quick. all the best neal Indy

[@TiredTA]

I fly C172s, and my instructor has always said to use the 'bush pilot technique.' Lean until the RPMs drop, then enrich until RPMs have returned to the level that was at start. I'll have to try some of these techniques for taxi leaning though, as we've never said much about being precise on the ground. I have a story that's kind of interesting/funny (in hindsight) about taxi leaning. Of course, I try to never taxi full rich, to save fuel, and as part of the after landing checks, I lean the mixture. However, being in the habit of going imprecisely, by sight (1 to 2 cm out), I pulled it too far. The engine didn't shut down and it was fine idling on the taxiway. But it started to sputter when I tried to move again, and that airport is non-towered and can get pretty busy sometimes. So now, I'm already on edge (it was my second ever solo), I think the engine is quitting, maybe there's an oil leak (what will Steve say? By the way, that's my instructor's name.) and I didn't watch the gauges

[@dkatwood]

Great video! It helped me to clearly understand leaning. Yeah, that red knob has always made me nervous (almost made an engine quit fooling around with that darned knob my first time alone in a 172). Also, I appreciate where you're coming from in terms of your flying. I earned my license in 1991 and have been an on-again, off-again flyer as money permitted (am a flight simulator nut now). I used to keep a journal after each flight to debrief, too (the good, the bad, and the ugly). I love your willingness to let us learn along with you. You're making us all safer pilots. And, you're giving me the idea that's it's time to get back up in the air for real (and give the sim a break : ) Thanks again. Can't wait for the new stuff this summer! p.s. I just referred an acquaintance of mine to your channel (he dug it). He was flying out of CYTZ, but he just took the plunge and started working on his commercial ticket out in Vancouver area. Living the dream : )

[@FlightChops]

dkatwood Very cool - Sounds like we have similar stories! Get back into it! The cost and effort to become recurrent will seem like nothing compared to how great you'll feel when "you're back!" That was me in 2009; it seemed nearly impossible to get recurrent again after over 4 years not flying, but by late 2010 I was ahead of where I'd ever been, and now, I am way beyond where I thought I'd get with my flying!

[@dkatwood]

***** Thanks for the encouragement. It's time. Can't wait for your next round of videos. Keep the shiny side up : )

[@mhossen]

Great video, Steve. Mixture is something that I too need to get better/more consistent at doing. I always lean during ground ops, but sometimes am a bit lazy during the flight. I should be doing it more, since I'm flying the 172 G1000 now, which has the really handy Lean Assist feature. Thanks for the great videos!

[@FlightChops]

Thanks! and yes, leaning in a G1000 is amazingly precise.

[@KastaRules]

One day I'll fly a plane too. I'll keep saving my pennies. One day.

[@bobkingsnorthq6466]

KastaRules u

[@nethacker91]

Got enough pennies yet?

[@Muhfuckaa]

Go get it 💪

[@buttondeity3933]

Do a discovery flight

[@PlasticRocket]

a great video! you did a good job of explaining the practical side of leaning.

[@TiredTA]

carefully enough to notice, and there's an aircraft on the runway behind me. He went to another exit, but I could hear others on the CTAF on approach. Finally by doing short bursts of high power, followed by idle, I got it moving and taxied to park. After shutdown and securing, I asked my instructor what had happened and he responded, almost cheerfully, 'oh, you probably leaned it too far!' It was unnerving at the time, but it was still a nice learning experience. Lessons: be more precise, and enrich when it sputters at high power but not low.

[@dcaonoek]

You have probably already been told but it is pronounced vern-ee-err. Love the Vids man! You really put a lot of effort into them and even someone like me, who's studying for a heli licence, I learn heaps off of them! Staying away from tail draggers with my downwash was one thing! Fly safe dooooode!

[@FlightChops]

Thanks! I'd love to learn to fly Heli's one day!

[@IamLastKings2049]

This video is great! explains a lot about air-fuel mixture and how to clrealy describe it to someone. I'm studying for my PPL. It would be great of you make more videos about the basis of aircraft general knowledge.

[@k2bump]

Its interesting to see the habits people fall into when flying at near sea level for the majority of their flights... My home airport is at 4,500 ft...if I dont taxi leaned I end up having to burn off carbon deposits on run-up...Nice job on the vid's!

[@chasematheson7929]

Great Videos! Working on my CFI rating right now and love the way you fly!

[@llwellyn1]

Great subject and great video ! I believe that the engine manufactures will suggest lean of peak or rich of peak practices on specific models within their lineup. I always thought that ROP gave you better cooling and increased potential for making the suggested TBO ( Time Between Overhauls ) . However , I think I read that LOP can reduce the build up of crud on the valve stems, as well as other benefits , without any additional wear and tear on the engine.

[@FlightChops]

Yes, good point - when I say "maintenance nightmare" in the voice over while talking about plug fouling, I was alluding to the other "unseen" engine components, such as valve stems, etc - but you are absolutely correct - and I should have probably been more clear about the additional "crud build up" in other places.

[@llwellyn1]

***** No need to change a thing ! I think your production length and content are spot on. I look forward to your next video.....:-).

[@pinkdispatcher]

Very nice. Also thanks a lot for not monetizing. These ads can be so annoying. When I looked at the title I first read "Learning" instead of "Leaning" which didn't make the most sense. Although I fly a very low-powered airplane with a fixed-pitch prop I have both EGT and precise digitial fuel-flow gauges, so I always lean and it's not too hard even though I only have a very wobbly vernier-type lever without twisting-action. I'm still not too sure about leaning on the ground. You certainly speak with more authority on leaning than some instructors.

[@FlightChops]

Good point about the title… I wonder if I should change that; at a glance, the word "Leaning" does look like "Learning"… And as for instructor authority - thanks, I hope to come across is clearly as I can, but I still need to be sure to let people know that I am NOT an instructor. Thanks again for the feedback as usual!

[@robdotcom71]

Yeah ads can be annoying... there is adblock though...

[@calummacfarlane8476]

I think actually the ground is a place where the engine can get very hot as it's air cooled and minimal air is flowing over it. I fly a 206 parachute aircraft and always re-open the cowl flaps after landing.

[@FlightChops]

Calum MacFarlane great tip! I'm not flying anything that big (yet) :)

[@matty16666]

I use to fly out of CZBA. I stop by every once in a while

[@stephenrobinson8250]

Great videos. Informative email from Dennis too. Would love to see a video on your annual going through the ground portion and upper air work. I will be contributing to keep these videos coming. Another Steve

[@FlightChops]

Stephen Robinson Thanks - I really appreciate it. And I'll keep making and sharing the videos as long as I can.

[@jonathanpope81]

Thanks very much.Have you done a video on carb heat "when and why" we could watch.please?

[@CyclicPilot]

I watched this video a while back but it's interested me again now I'm progressing in my Engineering course at university: I found a section in my thermodynamics textbook showing that, all other factors kept constant, the best fuel mixture for fuel efficiency is 80% of peak EGT, aka roughly 50F lean. It's worth noting the vast majority of combustion, even in engineering processes, runs lean of peak so petrol powered piston engines are really the exception rather than the rule (diesel and gas turbine engines are throttled purely by fuel flow, so they're always either lean or at full power)

[@tima919]

Great video! Always refer to the poh or eng manuals for proper leaning procedures. Also, if you believe in shock cooling "lore," be careful not to richen the mixture too fast during decent. Fuel cools the engine down.

[@aloofdork]

love your vids. fantastic. the only thing i'd disagree with in this one is the idea you'll get your engine too hot if you lean too much. while it's true you will get your engine hot if you lean on the rich side close to peak, it's not true that you will overheat your engine going past peak to lean of peak. the chart you put up shows this. in fact, your engine will run cooler on the lean side, your fuel burn will drop, you'll stress the engine less for the power output, plugs and valves will remain cleaner. you will lose a bit of airspeed, but not much, and will gain miles per gallon and engine longevity. chances are, without an engine monitor, if you use the technique your instructor shows--leaning to roughness then slightly enriching--you'll be running slightly lean of peak. the only exception to running lean of peak is operating above 75% power where running at least 100 degrees rich of peak (full rich on take off) is the safer way to go. if you're running a carbureted engine that complains lean of peak, try closing the throttle a tad and putting on a little carb heat. you may find you can run lean of peak with all its benefits. contrary to the what i hear often, you can't hurt your engine running lean of peak at moderate power.

[@FlightChops]

Matt Bucy I can't argue with any of that. Thanks for adding value to the conversation.

[@electriciandallastx9182]

Thanks for the strategies you have provided here.

[@zulukilocharlie]

I definitely challenged myself to understand how mixture works during my training and become comfortable manipulating the control in flight. Great video as always

[@StingFlight]

Another nice piece of work, Steve. Man, you are productive! I feel pretty lucky--my airplane has two automatic, self-leaning carbs that have performed flawlessly for me from sea level to 12,500 feet, so far.

[@FlightChops]

Heh, thanks. Truth is, I've been busy, exhausted, and sick lately… It's been over 3 weeks since my last video; I promised myself I'd get this one done before easter weekend - and it almost didn't happen - I was up until 2 am Friday night finishing this sucka (can you hear it in my voice overs? ) :P My goal of making a video per week was admirable, but unrealistic :) I am going to likely go on record after my "Flight Chops" 1 year anniversary (June 10th), that my plan is to get two done per month. I hope to be celebrating 5K subs and 250K channel views by then - I think it is doable :)

[@FlightChops]

That "auto gas" engine with automatic carbs is very interesting… whats the catch? (rhetorical question as I am sure there isn't one)… Guys like me that were raised on certified GA way before "light sport" aircraft and recreational pilot permits existed, think there are 2 types of fixed wing aircraft: bonafide "airplanes" and "scary little garage built ultralights". I know things have changed a great deal, but it is still hard to see beyond my upbringing on certified GA planes.

[@ZeroByteInFlight]

***** Very interesting point. My flight club's board members are all old-school and the meetings tend to be a bunch of woe-is-us complaining about the way things are nowadays. I've been very interested in Sting's airplane, and think something like that might be a good option for the club - if everything's so expensive, get a plane that burns half the gas! I bet the old timers would feel like Chops says "scary little" plane, and not a bona-fide airplane. But I bet door handles don't cost $500 in the Sting - lol.

[@StingFlight]

Airplane parts on any airplane, including my Sting, are ridiculously expensive, due to low number produced and standards that must be met--but the big annual cost on Club or Rental airplanes is insurance.

[@FlightChops]

There was some good discussion on Reddit/Flying about this video. Read below for one of my favourite comments from that thread: __________ user: warpflyght Another good video! Thanks for making all of these. I really enjoy them. As with the Warrior you showed, my airplane has a constant-speed prop and no good way to determine EGT. (It actually has an EGT gauge, but peak EGT is off the top end of the gauge, so it's useless.) I'm working on getting a 4-probe system installed, but in the meantime I've been leaning using the same technique described, and it works well in my experience. I can reliably lean to a consistent fuel burn level for a given power setting. Alert passengers don't always like the changes in engine sound and feel right before I richen back up, so I brief them on it before I do it and explain why the engine is about to sound weird for a moment. It's a small price to pay for saving 30%+ on fuel. Regarding leaning on the ground, I was taught to do this religiously in my primary training, and it's served me well so far. It makes the mixture entries on your checklist even more important, though -- it's easy to leave the mixture leaned at run-up or takeoff when you don't intend to. My checklist calls out "Mixture: Best Power" clearly, and I also do a flow check when I taxi into position on the runway right before I add full power, just to be safe. The wording is specifically chosen to be agnostic to density altitude, even though best power is usually full rich.

[@mdw159]

Agreed!! Never push mixture all the way down to the firewall. There's been many engine failure during T/O roll which causing from fouled plug (NTSB found it)

[@howardflies]

I was taught to pull the mixture back until the engine runs rough and then give it a few rotations inwards until it runs smooth. If you want best power just keep enrichening it until the RPM peaks again. If you pull mixture back and push it back in until it runs smooth you're leaned for max EGT basically.

[@daffidavit]

That's what the 1964 Mooney M20C manual says to do. But then, there were not many gauges with EGT sensors for each exhaust manifold back then.

[@LJ.350]

That's how it works.

[@bnicolette723]

Really great video's Mr. Chops. ;-) I would like to add some more GoPro's to my airplane ($$) and eventually will. I will ditto the advice of Pamuva to take the APS course. Just a world of great information for cheap price that will not only save money on fuel but take better care of the engines that pull us along. Keep up the great work and thanks for posting all the great video's. You are a true professional! Best, B

[@FlightChops]

Brett Nicolette Thanks Brett!

[@Daedalus294]

This guy is just too cool! I hope he will release more tutorial style videos for us student pilot noobs.

[@FlightChops]

Thanks man! If you're new here, please check out some of the older ones too - I am doing my best to make a couple new videos per month. (I originally tried for one / week, but as you can see I put a fair bit of work into them, and it is tough to find the time to make them faster than a couple per month.)

[@willis5091]

I agree. I am loving his tutorial stuff. This video and the G1000 were absolutely amazing.

[@FlightChops]

Jason Willis Thanks man! Glad you're enjoying my videos!

[@hocjock05]

Thanks for the video, I am just getting into my cross countries and I try to keep on top of leaning. The first few times I suggested that we lean and the instructor I was flying with at the time shrugged it off with an "if you want" type of answer. It does seem as if leaning might be a bit of a lost art on even high hour pilots who fly close to sea level.

[@FlightChops]

I agree - The notion that you shouldn't lean below 3000' AGL is not based on any sound reasoning beyond removing it from the worries of the average student pilot… Not exactly a great reason, but it is understandable… However, once you are licensed, you should definitely consider leaning for any flight when you'll be cruising for a while, regardless of altitude. And again, in some cases density altitude may REQUIRE that you lean for max power take off and climb.

[@PlaneOldBen]

So interesting! I'm Going to try leaning the mixture next time I fly.

[@prreith]

As a car guy the mixture thing never made sense to me on fuel injected engines. It's super easy nowadays to maintain an optimal mixture ratio on a closed loop/lambda system. Running full rich just increases carbon buildup, can increase cylinder wear, and can run the risk of fouling spark plugs.

[@Mirandorl]

Cool! I own a virtual plane that remembers everything you do it, including getting fouled plugs and the like, so learning how to lean properly on the ground is really important (its the A2A C172 trainer). Its meant to be one of the most realistic sims you can get so this video saved me lots of virtual cash and sparkplugs lol. Oh also am going up for next lesson next weekend hopefully! Still haven't heard back from the CAA about recording ATC in the UK, will let you know if I hear anything :)

[@FlightChops]

Mirandorl Excellent! And yes, please do keep me informed about that recording ATC in the UK issue.

[@Mirandorl]

***** Ok so I had a reply of sorts from the CAA who said that, as a pilot is the intended recipient of the transmission, "they couldn't see any reason it should be illegal" to record it - for personal use. It was a bit non-commital and they advised me to seek legal advice... yeah. The sticking point would also be that it is illegal to rebroadcast, because any audience could be said to be 'intercepting' a broadcast not intended for them, which is what the law is all about. There are YT vids with UK ATC in them, but it seems this is technically illegal. Thats why ATC rebroadcast sites don't cover the UK. Its dumb and outdated, but there we go.

[@blueb0g]

Mirandorl It's 100% fine. The CAA will never, ever, ever chase you up for ATC in your videos. They may have to be careful about saying you can rebroadcast because it's the CAA and they're useless and a government agency, but I can guarantee that nobody has ever been prosecuted for re-broadcasting recorded ATC. Also if intercepting were illegal then scanners would be illegal, but they're not, as would listening to calls on a frequency you're on to other aircraft, as would accidentally tuning the wrong frequency, etc., etc.

[@Mirandorl]

Ben Kolbeck Yeah looks like it was my school making a big deal out of it

[@agentorange153]

I love sims -- which one is that?

[@nards656]

Love what you do - thanks for sharing these!

[@RippedWookie]

Once you "get it," leaning will become pretty easy and almost second nature. K.I.S.S method - keep it simple, stupid. Once I feel comfortable enough with every aspect of some procedure, I simplify it so that I never become overwhelmed in the cockpit or behind the airplane. Thanks for the video. I feel like pilots need more of the basics, rather than most of the garbage being taught today. Most of the times you will only have one engine upfront, take care of the damn thing because it's taking care of you.

[@FlightChops]

Totally agree! thanks for sharing.

[@45631063]

thank you for all that information, good flights for you and goodbye

[@AlexFeldstein]

Very nice video. Good information.

[@PiercedBrosmen]

Thanks for the video, it was very helpful :) Due to lack of funds to consider getting my own PPL, I've been sticking to sim flying in P3D with the wonderful aircraft from A2A Simulations (C172R, C182T and Piper Cherokee 180) where (as Mirandorl mentions) have very good simulation of how the engine, fuel, plugs, electrical, oil and air supply systems work (in addition to very good aerodynamics simulation), so you really want to maintain the aircraft and fly within operational perimeters at all times. I've spent quite a bit of time trying to lean properly, staying about 50 degrees rich of peak in the cruise, though I tend to forget the whole red knob whenever I should be putting it back to full rich :P BTW, I did find it a bit funny that the tail number of the Cessna you were flying was C-FJES... I kinda read it in Norwegian where it would be translated to C-FACE... Kinda fits with your logo :D No offence :) Keep up the great vids. I just recently came across your channel and love the content you put out. Honest and pointing out areas where mistakes were made or where there is room for improvement. Definately a channel that goes on my Top10-list :)

[@FlightChops]

Pierced Brosmen Thanks for the awesome comment! Glad you're enjoying the channel!

[@h2oski1200]

good stuff. you (not YOU, e'rbody) should make leaning part of the routine so it becomes second nature. both on the ground and at altitude.

[@BrianGochnauer]

You make some great videos, great job

[@FlightChops]

Brian Gochnauer Thanks man! I try to share as I'm learning - glad it's helping others in even a small way.

[@markstrickland5416]

Good production. Nice video.

[@wreckdiver001]

Very well done video. Good job.

[@FlightChops]

***** Thanks Lou - glad you got something out of this one!

[@btg837]

With the 'vernier' calipers I use in machining, Everyone here in Missouri pronounces it to rhyme with FUR-knee-ur, where the 'ur' is the schwa sound.

[@Mexx1011]

0:16 did my first solo in that one! as always, great video.

[@foxtrot789]

Hey man, really great video! Subscribed immediately.

[@FlightChops]

+foxtrot789 Right on! Thanks! New video every 2nd Friday! And I've had a pretty productive couple years - if you're new, enjoy the back catalog :)

[@majpivix1]

Great video man! Thanks!

[@FlightChops]

chris Lee Glad you liked it Chris

[@naltron]

Great videos man. keep up the good work... your aviation life its so much fun xD.

[@FlightChops]

Josè Brid Thanks! Glad you enjoyed it!

[@_pjd]

Great video, please post more of these! New sub!

[@gatorcellman]

Popped over here from the video about engine loss in IFR conditions. I think this is a big reason to keep from fowling the plugs and in addition valve stems, pistons, etc. Not only do you reduce the amount of power the engine can produce, you risk what happened in the IFR video, which is having valve stems so gunked up that the valves don't close properly and eventually fail. Maybe us renters can use the economic mentality if nothing else (safety being the big one actually!) that less fuel plane uses, the less cost to the rental company and more likely to keep prices as low as possible.

[@FlightChops]

gatorcellman Agreed - Thanks for this valuable addition to the conversation about leaning.

[@agentorange153]

Did you ever have any experience leaning the engine(s) using the Cambridge gas analyzer (think really old planes, like the DC-3 or the Electra 10-E)? That is a whole different procedure altogether!

[@DapFrIeNd.]

Nice video!

[@fredfehling4532]

Yo, don't be intimidated by the Stearman! The Super Cub is a good warmup. The Stearman was designed as a military trainer during WW II, and was designed to wash out students that didn't have the aptitude to handle the big iron. I provide training in the the PT-17 here in western PA, USA, and tell my students that the Boeing Stearman is a wonderful plane to fly, and will do exactly as she is told. However, she is very intolerant of any inattention or improper technique. Ya gotta pay attention and know what to do. She will reward you accordingly. I am patiently awaiting your solo in a Boeing Stearman!

[@donjohnston3776]

Is automating mixture with some form of computer controlled device on the way? We had a 172 with an 180 hp 0-360-A1A & 3 blade CS Hartzel prop. We added an Insight gauge that was a complicated waste of money. The single control systems on the Diamond diesels will hopefully become the norm.

[@taccs27570]

Nothing wrong with renting, but are you considering ever purchasing your own plane some time in the future? If so, which types would interest you the most? I'm looking forward to the upcoming vids with a Stearman. Awesome plane. Love the Cubs too.

[@FlightChops]

Cool! Yeah the more I get to fly different types of planes, the more I am sure I have no idea what I'd want to buy! Good thing cash flow won't allow for buying right now anyway :P I'll be soloing in the Cub next week! And I flew the Stearman last week and it was way beyond my expectations. The video will be epic - I had 5 GoPros rolling and 2 buddies with D-SLRs plus we shot some air to air! Stay tuned for that one and other awesomeness this summer!

[@Account4096]

Only if all the members at my flight club watched this video! I, as the mechanic, am dealing with fouled plugs almost every other week. C172E with O-300-D using 100LL.

[@clarkschlesinger7942]

So mixture is basically fuel efficiency for an air craft similar to how a manual car has the luxury upper gears so the engine doesn’t have to contently work as hard for the entire flight?

[@pedrovelasquez8013]

Very informative. I learned much in the last few minutes across a few videos. I'm aiming to get my PPL late summer 2017. A little off topic: Is there any concern for using noise-cancelling headsets? For example, let's say something starts happening with the engine that you're not aware of if the noise is getting cancelled out. Any cause for concern? You'd probably see indication through instruments or auditory warnings? I took discovery flights at age 11 and 13 eighteen years ago and realized I now had the window of opportunity to go for it - I'm astounded how much has changed since my days of Flight SIm. VOR phase-out? Glass cockpits all around? Joysticks? -Thanks

[@Thomas-eo4mw]

Great video

[@twopheew9995]

Lean of Peak = Cooler CHTs. ALWAYS!

[@agentorange153]

Great advice! One question, though, that I've been asking for a long time but never got an answer: Suppose you're flying a very old plane (and by "old" I mean one like a DC-3 or an Electra 10-E) which has a Cambridge gas analyzer instead of EGT gauges -- how do you use THAT instrument for leaning the mixture?

[@anteloro]

Excellent explanation man, thanks. I have one inquiry, about the "blue knob". I understad thats the propeller pitch, how does that affect on the RPMs? and when to touch it?

[@FlightChops]

Thanks! And yes, the "Blue Knob" is worthy of a video (or several) in and of itself! Short answer - full fine pitch (forward) for take off, and then you can pull it back (course pitch) for cruise. But there is a delicate balance as far as how you then apply power with the throttle. Essentially, you don't want to be course pitch and then try to hammer the power to full throttle (If you drive a standard transmission car, that is like being in 5th gear and flooring it instead of downshifting first.) The flip side is that you can't just slam the prop full fine pitch while you're at cruise speed, or that would be like downshifting to 1st gear while you're on the hi-way.

[@pamuva]

before giving advice on leaning, do an APS course, as running just rich of peak is sort of bad.. lean of peak, not so much,, do the study yourself, as most if not all will just sprout their instructors uneducated comments on the topic. The graph you used in the video of the mixture chart, is taken from the APS course material. notice how lean of peak is where there are lower ICP's (internal cylinder pressures) Lower CHT's (cooler engines last longer) Lower EGTS's and best specific fuel use for power produced.. but to lean safely, you need to ensure every cylinder in the engine gets the same mixture in the cylinders through the induction system and fuel distribution....

[@FlightChops]

Pamuva RAL Thanks for the advise - I agree with all you are saying. I tried to be sure to add context / disclaimers to make it clear that I am not an instructor and just trying to do a small part as far as at least getting people thinking about leaning, that otherwise might not.

[@omardinunzio5552]

great information!

[@Alohalingui]

Can you make a video about adjusting MP and RPM on different aircraft

[@1shARyn3]

Need to come down and visit the High Desert Southwest, where you learn to lean or give up trying to fly. Rich is used ONLY for starting. :)

[@refused215]

great vid.

[@LJ.350]

You are correct!

[@thelowmein9143]

Explain more about atmospheric pressure, manifold pressure and turboprop engines please? I don't understand the relationship.

[@_multiverse_]

He was referring to the gauge having too much of a wide measurement range, since the engine isint turbocharged you will never really exceed 4 in of mercury. So instead of having a wide measurement range the gauge should measure a smaller range but in more precise units

[@Phoenix37csp]

i have always wondered, with the insane costs of aircraft these days, why not just put a wide band O2 sensor in the exhaust, and learn the stoichiometric values for your fuel. you want precision, THAT is precision (and very easy to do!) 90% of cars do this automatically with a computer in realtime, all a pilot needs it the gauge, and use the mixture knob to set it yourself.

[@GeneralSirDouglasMcA]

When I first started flight training, I was taught to lean the mixture to a knuckles width of the firewall during taxi (and to enrich it on run up and takeoff, naturally). Should you do this in all airplanes?

[@GeneralSirDouglasMcA]

I forgot to mention I trained in a carbureted79 172N.