PA46 Mirage Piston Engine Management

  Рет қаралды 18,624

Dick Rochfort, ATP, CFII - Master Instructor

Dick Rochfort, ATP, CFII - Master Instructor

Күн бұрын

Пікірлер
@tadbarker7082
@tadbarker7082 5 жыл бұрын
Very helpful 👍
@RWRPilotTraining
@RWRPilotTraining Жыл бұрын
Thank you. Fly Safely - Train Often .. DR
@PlasticRocket
@PlasticRocket 13 жыл бұрын
Nice review!
@RWRPilotTraining
@RWRPilotTraining Жыл бұрын
Thank you. Fly Safely - Train Often .. DR
@kaidiener2323
@kaidiener2323 3 жыл бұрын
Hi Dick, I have operated and flown a 350 for 4 years now and my engine runs very well lean of peak. What makes you think the opposite? If mixture distribution is sufficiently good, the physics is the same for all engines.
@RWRPilotTraining
@RWRPilotTraining 3 жыл бұрын
Hello Kai, I am using the operational definition of LOP ops; that is to say.. If it runs smoothly and within acceptable temperature limits it won’t hurt the engine. Now then we have to discuss what those limits are and how we apply them. This is too much discussion for this page, but you are correct LOP ops are entirely doable with the 350. The TIO 540 Lycoming engine’s intake manifold is not as well balanced as the 310 Continentals which yield a roughness associated with disparate amounts of power unless the fuel to each cylinder is better controlled. GAMI injectors have been helping with this problem for quite some time now. It is probably a bit optimistic to say that one can lower operating costs with LOP ops. It’s more likely to improve loiter time and improve safety when fuel stops are impractical or all together impossible. I have crossed the North Atlantic many times behind both engines and sometimes LOP ops is the best option for improving the fuel remaining at destination. Fly Safely - Train Often .. DR
@kaidiener2323
@kaidiener2323 3 жыл бұрын
@@RWRPilotTraining Thanks a lot for your clarification, Dick! And thanks for all the training and advice you provide to the community. I really appreciate that you share your valuable experience. Best regards from Switzerland, Kai
@RWRPilotTraining
@RWRPilotTraining Жыл бұрын
You are most welcome .. Fly Safely - Train Often .. DR
@freecapitan1
@freecapitan1 8 жыл бұрын
Hello Dick I have seen some pilots climb to FL270 on 350's. Is that possible? Recommend? I'm falling in love with the meridian, which is better? 310 or 350? Thanks
@RWRPilotTraining
@RWRPilotTraining 8 жыл бұрын
Hi free captain 1, the short answers are yes.. and no. It's really a grammar lesson: You can, but you may not. I recommend you enjoy this airplane within its advertised performance envelope. You will find it will do just about any mission without exceeding limits.
@1pizzaboy
@1pizzaboy 10 жыл бұрын
How are you getting the 70% number in the display box? What is the recommend air intake position at FL17 and above?
@RWRPilotTraining
@RWRPilotTraining 10 жыл бұрын
Hi Alan, The percentage of power display on some models of the PA46 is derived by the display firmware. It simply looks at the manifold pressure setting and RPM and displays the power setting. It presumes (I think) that the fuel flow is per the power chart. I consider 70% power to be a good power setting for regular cruise flight. I accomplish this with 29.5 inches of manifold pressure, 2400 RPM and 21.5 GPH fuel flow. These setting will yield temperatures which are well within the widely accepted limits put forth by engine experts. I hope this information helps you. Fly Safely - Train Often Regards, Dick Rochfort, ATP, CFII - Master Instructor
@gokumalo
@gokumalo 10 жыл бұрын
Silly Question: Why does the GPS ALT say 25,650ft?
@MikeKobb
@MikeKobb 8 жыл бұрын
Above 18,000 feet, you set the altimeters to "standard pressure" -- 29.92 inches of mercury. If the actual atmospheric conditions are different from "standard", then the altimeter's reading will be different from true altitude. That doesn't matter in practice, though, because everybody flying up there uses the same setting, so a pilot flying at an indicated altitude of 19,000 is 2,000 feet below a pilot flying at an indicated altitude of 21,000, even if their true altitudes are slightly different.
@RWRPilotTraining
@RWRPilotTraining Жыл бұрын
Mike’s answer is correct.. Fly Safely - Train Often .. DR
@georgebanker2669
@georgebanker2669 5 жыл бұрын
“This engine will not run lean of peak”? As far as I know all gas engines , with the exception of your lawnmower , can and are being run at lean of peak. My understanding is that modern theory and practice is that all gas engines are being run successfully lean of peak. In this scenario burning around 15 to 16 gallons per hour as opposed to 21 or so gallons per hour.
@RWRPilotTraining
@RWRPilotTraining 5 жыл бұрын
Hi George, Your’s is a great question, thank you. You are absolutely correct about the option of lean of peak. The Continental engines were approved for LOP ops back in the day, but Piper gives no such approval for Lycoming engines of the present day. In my experience both will run LOP at 60 - 65% power, however Lycoming engines are not as well balanced on the intake side and therefore require GAMI injectors to run LOP smoothly. This is useful on long over water flights like the North Atlantic crossing. Since damage to the engine can result from improper setup I recommend getting a thorough education on the subject and proper training before you use LOP techniques. Consider “Fly the Engine” by Kas Thomas and anything written by GAMI or Sky Ranch Engineering. John Eckalbar’s “Flying High Performance Singles and Twins” is excellent as well. Fly Safely - Train Often .. DR
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