The simplest engine leaning explaination ever

Follow along as we discuss WHAT engine leaning is, and HOW to do it properly.

[@backwardsnyfit]

This is the BEST and EASIEST explanation to understand that I've come across! Stop your search here, reference this video!

[@axel_x8954]

when you use real pilots with real planes explaining how to lean your mixture so that you can safe fuel on a simulator at home xD

[@thespiritstudio]

That simulator fuel cost is killing us desk pilots.

[@rinzler9775]

@@thespiritstudio climate change activists are concerned and have raised this as an issue.

[@drsudz]

@@rinzler9775 Climate change activists have raised bug farts as an environmental issue. - "We know so much about termite toots because they produce a lot of methane - an estimated 12,130,000 U.S. tons of methane each year. That’s enough to make them a significant contributor to greenhouse gas emissions (though they still lag behind flatulent cows)." Before they just wanted less people, now they seem to want less bugs...?

[@rinzler9775]

@@drsudz they are totally insane. Termites have been around for 100's of millions of years.

[@TheRealLaughingGravy]

That was a remarkably clear explanation and demonstration. Thank you so much.

[@captainchris0211]

Glad you enjoyed it!

[@kevinharry7862]

Good to address leaning. As previously mentioned, Mike Busch’s “Leaning basics” is very informative. The one thing that you should consider is that at higher power settings the very gradual leaning to peak puts you in a very high pressure, high CHT operating zone. If you pull mixture quickly to the point of roughness and then enrichen slightly you will quickly find peak egt without lingering in the worst operating area known as the “red zone.” Mike Busch really does an excellent job of explaining all this. If you are interested in maintaining your engine’s health and longevity, watch his leaning basics.

[@spurcrawler249]

If you’re at 65 percent power it doesn’t matter where you are. You can’t detonate. But you’re right. Better to blow past peak then add a bit of fuel to add power

[@cyrooski4]

Yes, follow Mike's advice. Choose your boss, the pOH? Lycoming? No. I choose physics.

[@SW-hk6up]

You left out the fourth thing required to keep an airplane’s engine running. Fuel, air, a spark and money!! Great explanation. Thank you.

[@captainchris0211]

And the more money, the better it runs! Thanks for the comment!

[@adirondacker007]

People tend to forget compression. Probably because it's not adjustable... without an engine rebuild...

[@caiman1900]

That was a FABULOUS explanation for a topic that is confusing to lots of newer pilots!!!!

[@chuckhiggins15]

Better than the mumbo/jumbo Sully. A&P.

[@bulletelvis9843]

The chart you had at the beginning took all the mystery out and I understand it clearly now. I fly the same type of Cessna 172 in Microsoft Flight Simulator, thank you very much for the thorough explanation!

[@RATINDEXA320]

Best power is 1 : 12.5. Stoichiometric is 1 : 15 and Best Economy is 1 : 16. Great job explaining that going too fast is the main problem. You see a lot of people leaning to RPM drop which is wrong if you have an EGT gauge. Good video!

[@q0739]

Awesome explanation man. That bell curve is a great visual way to explain the concept. Thanks a lot!

[@luisluiscunha]

2020... Stuck at home due to SARS-COV2, but "getting out" (and up) with Microsoft's FS, and a real Pilot telling me how to do stuff like this. At the same time, I just downloaded 152 and 172 manuals in PDF format, as well as the manual for Garmin's G1000. Since it is already night in Portugal, I am about to go flying above US's Route 66. After being told about 100K Pianos... I wish my life could last 10x or 100x more... I just tell you that. Thank you so much for all the people from the past and from the present that make this possible.

[@jpwhite8377]

Well done explanation and graphics, which resulted in a good learning video. Thanks for taking the time!

[@marcharpole5222]

Best explanation I've heard so far. Very easy to understand. Thanks

[@Bluenote2600]

That was an excellent explaination

[@mstfates]

Perfect explanation. Thank you!

[@JoseRivera-lt2cc]

Simple explanation with demonstration. Also thanks for reinforcing the benefits of completing this task in everyday flying.

[@hardwaybets]

Excellent explanation. I appreciate your taking the time to make this video. I am always afraid of overheating the engine so I run it a little RoP.

[@chavodkilla]

Thanks so much to share this complete but simple, teoric and practice, very useful explanation!!

[@reynoldprice7361]

A very helpful lesson. Thank you.

[@foxwihlborg5476]

Great explanation, I have my CFI initial coming up and this gives me a better understanding of leaning in case the DPE asks about it

[@jorgeetrevino6790]

Excellent video! Very instructive for a student pilot like myself. Keep-up the good work!

[@TridentCapital]

Fantastic explanation and demonstration.

[@davidwallace5738]

Great job sir. Thank you.

[@tedteodoro4748]

great presentation. thanks.

[@snsdb42]

BEST explanation I’ve ever heard on mixture!! THANK YOU!!

[@captainchris0211]

Glad it was helpful!

[@RLTango]

Great video! Thank you

[@ahmedxh]

Best explanation on the subject here In KZbin

[@captainchris0211]

Glad it was helpful!

[@pejmanjavaheri9758]

Great video & explanation! Thank you!

[@captainchris0211]

Glad you enjoyed it!

[@JoseC87_]

Loved the video! Thank you so much!

[@captainchris0211]

Glad you enjoyed it!

[@robstrex]

Great explanation. Thanks

[@fplbighead1352]

I am a slow-learning PP student and after several hours of doing this with my instructor, I finally got it with your explanation. Thank you. You have just gained a loyal subscriber!

[@captainchris0211]

Glad it helped and best of luck to you!

[@jakew9887]

Good Explaination. Thanks.

[@piper0428]

Today, I learned ! Thank you!

[@BassicVIC]

Thank you very much.

[@norbswinx7615]

Great explanation, clear and to the point. I saw the right fuel tank gauge needle was winking at you: it is telling something you might want to listen!!!!

[@captainchris0211]

These fuel gauges are notoriously inaccurate, half the time they can't decide if they're full or empty! Thanks for the comment and view!

[@brianbusboy333]

A rich mixture doesn't cool an engine due to excess fuel doing the actual cooling. A rich mixture produces a cooler flame event in the cylinder which results in a reduction of engine temperature. An oxy-acetylene torch illustrates the opposite effect in that you add oxygen which makes a much hotter/leaner flame to actually start the metal cutting process.

[@yevafarn12]

Thank you so much this actually a very good explanation and a refresher for me! Definitely liked your video.

[@captainchris0211]

Thank you! Please share with all your flying buddies!

[@siawoshehssan1357]

Amazing. Said it better than my aviation theory teachers 💕

[@captainchris0211]

Thanks! Please share with your fellow students!

[@txp7m8]

Finally I understand, thank you for explaining this. 👍

[@captainchris0211]

Glad it helped!

[@maritestaylor8458]

Thanks helpful information

[@StefBelgium]

I would just add that taking your time in finding peak EGT depends on whether or not you re running the engine at high power or not usually more than 70-75%. Staying around peak EGT for long time while finding the exact peak EGT might get the engine CHT rising rapidly which is not good for the cylinders. Being in the ROP also puts you in higher CHT range. While being LOP puts you in much lower CHT which is great for the engine. LOP settings being possible only for evenly distributed injectors to avoid the engine running rough. Thanks for the video.

[@AB-mg8zs]

Thank you for that good video. I picked up some ways to get it to stick my head now

[@captainchris0211]

Glad you liked it, thank you for the comment!

[@daves328]

Thanks! A dark art demystified ....

[@6jefes948]

Great, Simple Vid! Loved it! My 2 cents is to watch Mike Busch's explanation in much greater detail over at Savvy Aviation. We learn that running just ROP is actually very hard on the engine. I understand that you do it because the boss said so. However, after careful research, we learn that running just the opposite (LOP) is actually much healthier for the engine and the pocket book. Also, a drop in engine RPM is not considered engine roughness. There is a difference. Try this experiment...At cruise altitude, set 2300 or so RPM. Begin leaning. The engine RPM will drop to 2200. Keep leaning and you will eventually notice a stumble instead of a smooth RPM drop. The stumble is engine roughness. It will not harm your engine to do this test as long as you continue to monitor CHT. Don't let it get over 400F. Once you've found what engine roughness feels like, go back to EGT. Adjust mixture until you find peak EGT and then lean 50-75 degrees cooler from there. That will be the ideal LOP scenario.

[@bangaloremusic]

Running an engine ROP is not inherently harder on an engine. Like LOP, if leaned properly, the engine doesn't know or care. The main difference is in fuel economy. Coming from a shop that works on a fleet of GA aircraft that averages 22000/yr flight time, the owners who run ROP have less issues, though we do see more lead related issues. Owners who run LOP tend to have more heat and pressure related issues. Occasionally we see POH's that have settings that put operations smack dab in the stochiometric center, which is about as hard on an engine as anything. TLDR it's easier for the average owner to properly run ROP properly than LOP. As always follow the engine manufacturer's recommendations.

[@chuckhiggins15]

Great visual show LOP, demo on guages, when moving mixture control, moiving dials on EGT. Also, showing less fuel flow. Sully, check this out and show the crowd. A&P says. Thanks, Chris for the live demo, visual, more than words. A&P.

[@captainchris0211]

Thanks Chuck!

[@farmgene]

Thanks. Excellent!

[@zs1we325]

Very well explained.

[@captainchris0211]

Glad it was helpful!

[@garysimpson3900]

A really clear technical & practical explanation of this subject. Interesting how the Air Speed dropped from 94 to 90 knots when the engine was being leaned & climbed again when the mixture was made rich corresponding to changes in RPM.

[@enjoy110]

Really cool! Love how you demonstrate Using the panel so we can see what you’re talking about Great job ! thank you Chris

[@willburrito9710]

You’re flying a fuel injected engine which behaves much differently than a normally aspirated carburetor engine. It’s nearly impossible to get the Warrior Lycoming 4 banger to run lean of peak using the EGT without quick loss of RPM. I usually take it to the point where the engine looses RPM and back it off 1/4” or to where I see a slight reduction of EGT.

[@MrMarkguth]

That’s all I do, listen to the engine richen it back, plus a little, fuels cheep compared to valves and cyl heads. Great video btw 👍

[@chrisa703]

Video très utile.Merci

[@ron1969]

Thanks!!!! I learned something new today!!!! I’m that new pilot you described in the beginning. 😂

[@naalhevia]

Great video explanation. I am a student pilot. Thank you.

[@captainchris0211]

Glad it helped, and best of luck in your training!

[@72Bluemax]

Great! Thanks that was great!

[@captainchris0211]

Glad you liked it!

[@rianblock2425]

WOW! That was a really good explanation from theory and migrating to practical/demo. Really appreciated that!!! I've read Mike Busch's discussion, but I'm a guy who needs visual context. I do like kevinharry7862's tip as well.

[@go737]

Chris thank you i am virtual pilot i will use your tips

[@louisebali]

ThX

[@goodisnipr]

As a mechanic, and avid physics enthusiast, ya basically have to sacrifice something to have nice things. If you run rich, you sacrifice fuel. Fuel is cheap. Cheap is a relative word, not a definitive word. So compare the cost of fuel to the cost of something else. If you run lean in an engine that's not designed to, you sacrifice plugs, ports, valves, oil, journal bearings... depending on how long the engine is operated out of its comfort zone. Yes, some engines are designed to run lean of peak. The operator's manual will tell you how to operate it, based on how the engineers designed it. There shouldn't be any debates for RoP vs LoP. It's strictly a per engine characteristic that's designed and intended before even manufacturing each engine model. If you want to fly for best fuel mileage, you're best off to check winds aloft and choose a cruise altitude that gets you the best tailwind.

[@antoniobranch]

"YOU EXPLAINED IT ALL."

[@theboondockbungalow1816]

ROP and LOP is not "best left to the opinion of the aircraft owner" but, should be left to the engine manufacturer's recommendations and even that varies based on the aircraft in which it is installed due to the variance in the induction system and the location of the intake, as well as engine airflow, and whether it is getting cold air or warm air. I use JPI's EDM 830 and operate at the recommended CHT/EGT settings based on cruise altitude performance charts. Your boss recommend you run ROP in a Cessna 172 because that's what's in the Cessna POH as recommended by Lycoming, about 50° ROP for a typical Cessna 0360, that's a good comfort zone that will protect the engine but it may not be the most efficient either for performance or fuel.

[@drsudz]

EXCELLENT!! I have an old Cherokee but it does have one EGT and one CHT probe. I believe on #3. Does one work better than the other? I've never used this method, I always used the "lean it until it stumbles then add fuel until it smoothes" method. This seems much more precise.

[@spurcrawler249]

You can drop your EGT with fuel but run a higher CHT while ROP whereas you can drop your EGT and CHT while LOP. It’s kind of counter intuitive but it’s how it works. Lean it out enough and you’re actually making less power thus lowering the CHT.

[@russritchey6970]

Is that a JPI engine monitor just to the right of your tachometer? Would you consider publishing an in air leaning using that as your reference?

[@AndyLittleGA]

As someone who has only just played around on flight sims, and is thinking about taking some lessons, this was enlightening. I also enjoy getting to use stoichiometry outside of school! Ok, real talk though, I noticed a couple of times your right fuel tank indicator dropped to zero when back to its level. What causes this?

[@captainchris0211]

Fuel gauges are tempermenal things...fuel sloshing around can cause it too. Perfectly normal.

[@megadavis5377]

That was so easy even an AIR man could do it now.

[@jamesmcguire3810]

How about using that GEM engine monitor?

[@virgiliojimenez2641]

Why is the right fuel tank indicator jumping up and down?

[@UnlikelyHero]

@Christopher Johnston At 13:47 the fuel quantity for the right tank drops all the way to 0 then back up to full (twice). What causes this?

[@ericnelson4540]

Could be any number of things from a meter failure, to bad wiring / corrosion, or the most likely is a worn spot on the fuel level sender. I would lean that way due to the way the drop off occurs. Likely he flies a lot with full tanks and over the years a spot has worn in the sender causing a loss of signal at that spot. Depending on your risk acceptance level it may be a non issue as the fault will likely clear once the fuel levels drop below a certain point. Personally I would fix as soon an possible just for a sense of confidence in the aircraft.

[@captainchris0211]

I think @ericnelson hit the nail on the head in the reply. Fuel gauges in an airplane are worthless, and are only required to be accurate at "E". I go by knowing how much fuel is in the tanks, and how much I'm burning. Calculated is always more accurate than an electrical signal. (In GA at least...)

[@Dan007UT]

if the EGT gage is a trend gage, will it eventually go back to the bottom after you lean the engine?

[@captainchris0211]

No, it will remain at the present temperature. Any further leaning or richening will cause it to move appropriately, but it will not reset to "the bottom" until the thermocouple is sufficiently cooled.

[@pauldoherty7608]

Why can't they put an oxygen sensor in the exhaust stream wired up to a gauge in the cockpit so you can lean/ rich with a visual aid?

[@2011mendo]

Curious, as a non flyer, (just like learning things), does that change much with altitude? and temp outside? ( winter vs summer)?? Thanks btw..

[@kschle0]

Yes, these are huge factors. The higher your altitude, the less dense the air, which means the less fuel you need. So you would lean out the mixture. Same thing with summer vs winter. In summer the air is less dense, so you will need to lean the mix to match.

[@2011mendo]

@@kschle0 makes sense. Thanks...

[@LeantoPeak]

Great video there's only one thing I don't think I agree 100%... losing RPM's is not necessarily "stumbling" or "running rough". In fact, best economy is at approximately 90% power so if you are looking to run at best economy you are supposed to lose some RPMs... at least that's my understanding of it. What do you think?

[@captainchris0211]

I think you just stated it better. Lean TOO far and it WILL run rough. A simple loss of a few RPM doesn't necessarily equal "rough" running. Thanks!

[@LeantoPeak]

@@captainchris0211 cheers great thanks for the confirmation. Blue skies!

[@rinzler9775]

So lean until it runs rough, then back off a bit.

[@daz20003]

Why not use the GEM to the right of the tach? Can watch EGTs of all cylinders, not just one on the stock Cessna gauge.

[@captainchris0211]

Great tool if you have one. I guess this video was geared more towards those who don't have one.

[@daz20003]

@@captainchris0211 Fair enough. Thanks!

[@quintero921]

Why is the right fuel indicator going Up and down??

[@kakarat234]

That's what I want to know also. Was the fuel pulling from the Rt only

[@captainchris0211]

gauges are tempermental...fuel gauges especially.

[@BumbleBee55R]

So, no EGT/CHT...lean to stumble then rich to smooth for what? Lean of Peak? Lean to max RPM, Rich of Peak?

[@MacNmey]

If you don't have a EGT/CHT I assume you are not fuel injected. Simply lean for best RPM. I would consider getting 4 cylinder CHT. Your CHT is more critical number than EGT.

[@BumbleBee55R]

@@MacNmey yup. Installed an engine monitor. 1st flight found i had an intake leak. This explains why i was have so much trouble leaning the engine.

[@MacNmey]

@@BumbleBee55R An engine monitor is a great investment. I would love one of the all inclusive colorful ones, but Im on a budget so Im right now installing just a simple 4 cylinder CHT gauge to supplement the original single CHT/EGT gauge. At least I'll know my cylinder temps which is really important. For a long time I have been leaning for best RPM at any altitude when in cruise with no issues so far. And I never foul plugs.

[@estebanpulgarinbedoya9680]

I usually use the LoP while flying in FSX. But in real life, no way, RoP ever.

[@genebaker7171]

look at the right fuel tank at 13:47

[@captainchris0211]

Electrical gremlin...gauges are only required to be accurate when empty anyways. Fuel burn based on performance is what a pilot should be watching anyways, even in the airlines that's our first go to. A jumpy gauge DOES make for an annoying flight though, doesn't it?!

[@MAGApepe]

over 16 mins is NOT the simplest explaination ever lol

[@RaceMentally]

lol right. Pull mixture till it stumbles then add a little. Done 🤫🤦🏻‍♂️

[@stargazer6814]

Out of everything with this private pilot stuff, the engine is thing that confuses me the most. I know it’s quite simple stuff but it’s like my brain just wants to block it out or something haha

[@asdf072xxp]

I think I missed it. Why does it start to get cooler when you go lean of peak? It seems like it would continue to get hotter since you're taking even more gas out of the combustion chamber.

[@captainchris0211]

If you're lean of peak, not enough fuel to burn, temp goes down. Think of it this way...if you leaned the knob ALL THE WAY out, the engine would quit and no more heat would be generated at all! Leaning the mixture out is approaching that point where the engine is fuel starved....hence the cooling effect.

[@andrewbroxholme2598]

At anything over 65% power playing with mixture slowly is keeping your engine in the area where it's under maximum stress. This is very,very bad for engine life.

[@svenf1]

Did you not lean at all on your way to 7500'..? It would have made sense to make a split video with two stabilized cams so one can see how you lean, and what the effect is on the EGT. Btw your R fuel needle has a big problem... it's basically INOP.

[@captainchris0211]

Send me 2 stabilized cameras, and I'll be glad to remake the video! And fuel gauges are only required to read accurately when empty. That's why time and fuel burn calculations are so important to us as pilots.

[@mikearakelian6368]

Sleepy...go hm

[@MAGApepe]

pull it till it runs rough then add till smooth ,, even simpler lol

[@bikersoncall]

Midroll Adds .. :facepalm:

[@tangocharlie9291]

The simplest video on leaning the engine… (Takes 16 minutes.)

[@captainchris0211]

If I explained all that in 30 seconds....wouldn't be so simple now, would it?! haha

[@mulimotola44]

You forgot the Environment! Another excellent reason to save fuel

[@UnlikelyHero]

I'm pretty sure you keep pronouncing stochiometric incorrectly. You're saying "STOY KIO" but it should be "STO KIO" (metric).

[@MikeDiaz-mf4jz]

Maybe try explaining the terms first? Before giving out example!!!

[@ranbirgill4718]

Thanks

[@tobberfutooagain2628]

Push to Go… Pull to Whoa…