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Twin & Turbine Article

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rcdettmer(at)charter.net
Guest

Posted: Mon Dec 27, 2010 6:41 am Post subject: Twin & Turbine Article

Great article in the latest “Twin & Turbine” magazine about the Shrike Commander (Cover article).  Also kudos to Barry Coleman for a mention of his upcoming book about Commanders.  Nice going Barry.  Happy New Year everyone..!!  

   

Randy Dettmer, AIA, NCARB  

680F / N6253X  

   

[img]cid:image001.gif(at)01CBA590.9152AFA0[/img]  

   

Dettmer Architecture  

663 Hill Street  

San Luis Obispo, CA  93405  

805 541 4864 / Fax 805 541 4865  

www.dettmerarchitecture.com

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barry.collman(at)air-brit
Guest

Posted: Mon Dec 27, 2010 7:27 am Post subject: Twin & Turbine Article

Hello Randy,

 

I haven’t seen the article but I guess Chris Haag, a good friend of mine who owned the Shrike and is helping with the book, got that published.

I’m hoping he’ll forward a copy of the article, as one is supposed to be sent to him by the publishers.

 

Hope you all had an enjoyable Christmas and send very best wishes for 2011.

 

Best Regards,

Barry

 

From: owner-commander-list-server(at)matronics.com [mailto:owner-commander-list-server(at)matronics.com] On Behalf Of Randy Dettmer, AIA

Sent: 27 December 2010 14:38

To: commander-list(at)matronics.com

Subject: Twin & Turbine Article

 

Great article in the latest “Twin & Turbine” magazine about the Shrike Commander (Cover article).  Also kudos to Barry Coleman for a mention of his upcoming book about Commanders.  Nice going Barry.  Happy New Year everyone..!!

 

Randy Dettmer, AIA, NCARB

680F / N6253X

 

[img]cid:image001.gif(at)01CBA5D9.D73397C0[/img]

 

Dettmer Architecture

663 Hill Street

San Luis Obispo, CA  93405

805 541 4864 / Fax 805 541 4865

www.dettmerarchitecture.com

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nico(at)cybersuperstore.c
Guest

Posted: Mon Dec 27, 2010 8:50 am Post subject: Twin & Turbine Article

Hi Barry, 

 Would it be presumptuous to hope that the Commander list's members  would get an advance copy of the book when it goes on sale?

 Nico

  

  



   From: owner-commander-list-server(at)matronics.com  [mailto:owner-commander-list-server(at)matronics.com] On Behalf Of Barry  Collman

Sent: Monday, December 27, 2010 7:22 AM

To:  commander-list(at)matronics.com

Subject: RE: Twin &  Turbine Article

 

  

Hello  Randy, 

  

I haven’t seen the  article but I guess Chris Haag, a good friend of mine who owned the Shrike and  is helping with the book, got that published. 

I’m hoping he’ll  forward a copy of the article, as one is supposed to be sent to him by the  publishers. 

  

Hope you all had an  enjoyable Christmas and send very best wishes for 2011. 

  

Best  Regards, 

Barry 

    

From:  owner-commander-list-server(at)matronics.com  [mailto:owner-commander-list-server(at)matronics.com] On Behalf Of Randy  Dettmer, AIA

Sent: 27 December 2010 14:38

To:  commander-list(at)matronics.com

Subject: Twin &  Turbine Article



 

  

Great  article in the latest “Twin & Turbine” magazine about the Shrike Commander  (Cover article).  Also kudos to Barry Coleman for a mention of his upcoming  book about Commanders.  Nice going Barry.  Happy New Year  everyone..!! 

  

Randy  Dettmer, AIA, NCARB 

680F /  N6253X 

  

[img]cid:444144516(at)27122010-2AA5[/img] 

  

Dettmer Architecture 

663 Hill Street 

San Luis Obispo, CA  93405 

805 541 4864 / Fax 805 541 4865 

www.dettmerarchitecture.com

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barry.collman(at)air-brit
Guest

Posted: Mon Dec 27, 2010 10:28 am Post subject: Twin & Turbine Article

Hi Nico,

 

The short answer is I don’t know!

The book is still some way off and a publication date, and indeed a publisher, are not yet known.

 

Best Regards,

Barry

 

From: owner-commander-list-server(at)matronics.com [mailto:owner-commander-list-server(at)matronics.com] On Behalf Of cybersuperstore

Sent: 27 December 2010 16:47

To: commander-list(at)matronics.com

Subject: RE: Twin & Turbine Article

 

Hi Barry, 

Would it be presumptuous to hope that the Commander list's members would get an advance copy of the book when it goes on sale?

Nico

 



From: owner-commander-list-server(at)matronics.com [mailto:owner-commander-list-server(at)matronics.com] On Behalf Of Barry Collman

Sent: Monday, December 27, 2010 7:22 AM

To: commander-list(at)matronics.com

Subject: RE: Twin & Turbine Article

Hello Randy,

 

I haven’t seen the article but I guess Chris Haag, a good friend of mine who owned the Shrike and is helping with the book, got that published.

I’m hoping he’ll forward a copy of the article, as one is supposed to be sent to him by the publishers.

 

Hope you all had an enjoyable Christmas and send very best wishes for 2011.

 

Best Regards,

Barry

 

From: owner-commander-list-server(at)matronics.com [mailto:owner-commander-list-server(at)matronics.com] On Behalf Of Randy Dettmer, AIA

Sent: 27 December 2010 14:38

To: commander-list(at)matronics.com

Subject: Twin & Turbine Article

 

Great article in the latest “Twin & Turbine” magazine about the Shrike Commander (Cover article).  Also kudos to Barry Coleman for a mention of his upcoming book about Commanders.  Nice going Barry.  Happy New Year everyone..!!

 

Randy Dettmer, AIA, NCARB

680F / N6253X

 

[img]cid:image001.gif(at)01CBA5F3.4D015500[/img]

 

Dettmer Architecture

663 Hill Street

San Luis Obispo, CA  93405

805 541 4864 / Fax 805 541 4865

www.dettmerarchitecture.com

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andrew.bridget(at)telus.n
Guest

Posted: Mon Dec 27, 2010 7:53 pm Post subject: Twin & Turbine Article

Hi Barry,

  

 If you want some advice about a publisher to avoid,  contact me off-list.

  

 Andrew

 [quote]   ---

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Peter.Bichier(at)utoledo.
Guest

Posted: Mon Dec 27, 2010 9:03 pm Post subject: Twin & Turbine Article

Commanders,

 

 Dianne White (Twin & Turbine editor) kindly shared the article with me:

 

 Follow this link to the e-edition!

 

 http://digital.turn-page.com/issue/20532

 

 Merry Christmas & Happy New Year!

 

 Peter Bichier

 Lake Erie Center (Univeristy of Toledo)

 Department of Environmental Sciences

 (419) 530-8384

 

 --

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wjrhamilton(at)optusnet.c
Guest

Posted: Mon Dec 27, 2010 10:36 pm Post subject: Twin & Turbine Article

Folks,

Read the article, made me more than a little envious.

However, there was one quite disturbing "recommendation" in using the JPI to run the engines 20 degrees on the rich side of peak EGT, a recipe for maximizing the chance of detonation. If you want to run rich of peak, make it more like 40+ colder.

If the engines had a set of GAMI injectors, you would be able to run on the lean side of peak EGT. Another furphie ( an Australian expression --- a bit like a factual Murphie --- but that ain't where the word came from) is that minimum fuel flow is at peak EGT ---- not if you are running lean of peak, it isn't.

I also notice another bit of disinformation in another article about in-flight icing, repeating "old wives tales" about the temperature range for icing, we have known better for the last 40 or so years.

Cheers,

Bill Hamilton



[quote] Bichier, Peter <Peter.Bichier(at)utoledo.edu> wrote:

 

 Commanders,

 

 Dianne White (Twin & Turbine editor) kindly shared the article with me:

 

 Follow this link to the e-edition!

 

 http://digital.turn-page.com/issue/20532

 

 Merry Christmas & Happy New Year!

 

 Peter Bichier

 Lake Erie Center (Univeristy of Toledo)

 Department of Environmental Sciences

 (419) 530-8384

 

 --

BobsV35B(at)aol.com
Guest

Posted: Tue Dec 28, 2010 3:31 am Post subject: Twin & Turbine Article

Good Morning Bill,

  

 If I may expand on your comments just a bit:  

  

 We should designate whether we are discussing Fahrenheit or Celsius  temperatures. 

  

 The absolutely hottest and most potentially harmful place to operate any  normal conforming piston engine is around fifty to sixty degrees Fahrenheit rich  of peak EGT. 

  

 That is also the point where the engine will develop the most power  possible given the amount of air being pumped through it. If it is normally  aspirated and being operated above sixty-five to seventy-five percent power, it  should be run at least 100 degrees Fahrenheit richer than peak EGT. Preferably  one hundred and fifty. 

  

 If you want to get the most power possible out of every drop of fuel being  used, you must operate on the lean side of peak somewhere between twenty and  eighty degrees Fahrenheit. Twenty degrees works for power settings around fifty  per cent and eighty lean of peak works well for supercharged engines that can be  operated as high as eighty per cent power.  The absolute worst place to  operate a normally aspirated engine is fifty rich of peak at a power above  sixty-five percent.

  

 Below sixty-five percent power you can't hurt the engine with the mixture  control.

  

 All temperatures in Fahrenheit of course!<G>

  

 All of the above assumes balanced fuel flow to each of those little engines  that are connected to the same crankshaft.

  

 Does that agree with your thinking?

  

 It IS what I was taught in Ada at the Advanced Pilot Seminars.  <G>

  

 Happy Skies,

  

 Old Bob

  

  In a message dated 12/28/2010 12:36:37 A.M. Central Standard Time,  wjrhamilton(at)optusnet.com.au writes:

 [quote]-->    Commander-List message posted by: William J Hamilton    <wjrhamilton(at)optusnet.com.au>



Folks,

Read the article, made me    more than a little envious.

However, there was one quite disturbing    "recommendation" in using the JPI to run the engines 20 degrees on the rich    side of peak EGT, a recipe for maximizing the chance of detonation. If you    want to run rich of peak, make it more like 40+ colder.

If the engines had    a set of GAMI injectors, you would be able to run on the lean side of peak    EGT. Another furphie ( an Australian expression --- a bit like a factual    Murphie --- but that ain't where the word came from) is that minimum fuel flow    is at peak EGT ---- not if you are running lean of peak, it isn't.

I also    notice another bit of disinformation in another article about in-flight icing,    repeating "old wives tales" about the temperature range for icing, we have    known better for the last 40 or so years.

Cheers,

Bill    Hamilton



[quote] Bichier, Peter <Peter.Bichier(at)utoledo.edu>    wrote:

 

 Commanders,

 

 Dianne White (Twin &    Turbine editor) kindly shared the article with me:

 

 Follow    this link to the e-edition!

 

    http://digital.turn-page.com/issue/20532

 

 Merry Christmas    & Happy New Year!

 

 Peter Bichier

 Lake Erie Center    (Univeristy of Toledo)

 Department of Environmental Sciences

    (419) 530-8384

 

 --

jimjan(at)us.ibm.com
Guest

Posted: Tue Dec 28, 2010 6:20 am Post subject: Twin & Turbine Article

Jim Janaitis-----------------

Sent from my BlackBerry Handheld.



  From: "cybersuperstore" [nico(at)cybersuperstore.com]

  Sent: 12/27/2010 08:47 AM PST

  To: <commander-list(at)matronics.com>

  Subject: RE: Twin & Turbine Article



 Hi Barry, 

 Would it be presumptuous to hope that the Commander list's members  would get an advance copy of the book when it goes on sale?

 Nico

  

  



   From: owner-commander-list-server(at)matronics.com  [mailto:owner-commander-list-server(at)matronics.com] On Behalf Of Barry  Collman

Sent: Monday, December 27, 2010 7:22 AM

To:  commander-list(at)matronics.com

Subject: RE: Twin &  Turbine Article

 

  

Hello  Randy, 

  

I haven’t seen the  article but I guess Chris Haag, a good friend of mine who owned the Shrike and  is helping with the book, got that published. 

I’m hoping he’ll  forward a copy of the article, as one is supposed to be sent to him by the  publishers. 

  

Hope you all had an  enjoyable Christmas and send very best wishes for 2011. 

  

Best  Regards, 

Barry 

    

From:  owner-commander-list-server(at)matronics.com  [mailto:owner-commander-list-server(at)matronics.com] On Behalf Of Randy  Dettmer, AIA

Sent: 27 December 2010 14:38

To:  commander-list(at)matronics.com

Subject: Twin &  Turbine Article



 

  

Great  article in the latest “Twin & Turbine” magazine about the Shrike Commander  (Cover article).  Also kudos to Barry Coleman for a mention of his upcoming  book about Commanders.  Nice going Barry.  Happy New Year  everyone..!! 

  

Randy  Dettmer, AIA, NCARB 

680F /  N6253X 

  

[img]cid:444144516(at)27122010-2AA5[/img] 

  

Dettmer Architecture 

663 Hill Street 

San Luis Obispo, CA  93405 

805 541 4864 / Fax 805 541 4865 

www.dettmerarchitecture.com

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Viewed:

3677 Time(s)

nico(at)cybersuperstore.c
Guest

Posted: Tue Dec 28, 2010 6:31 am Post subject: Twin & Turbine Article

That resonates with what  I was taught. But, that was in Africa, so you never know. 

  



   From: owner-commander-list-server(at)matronics.com  [mailto:owner-commander-list-server(at)matronics.com] On Behalf Of  BobsV35B(at)aol.com

Sent: Tuesday, December 28, 2010 3:27  AM

To: commander-list(at)matronics.com

Subject: Re:  Twin & Turbine Article

 

 Good Morning Bill,

  

 If I may expand on your comments just a bit:  

  

 We should designate whether we are discussing Fahrenheit or Celsius  temperatures. 

  

 The absolutely hottest and most potentially harmful place to operate any  normal conforming piston engine is around fifty to sixty degrees Fahrenheit rich  of peak EGT. 

  

 That is also the point where the engine will develop the most power  possible given the amount of air being pumped through it. If it is normally  aspirated and being operated above sixty-five to seventy-five percent power, it  should be run at least 100 degrees Fahrenheit richer than peak EGT. Preferably  one hundred and fifty. 

  

 If you want to get the most power possible out of every drop of fuel being  used, you must operate on the lean side of peak somewhere between twenty and  eighty degrees Fahrenheit. Twenty degrees works for power settings around fifty  per cent and eighty lean of peak works well for supercharged engines that can be  operated as high as eighty per cent power.  The absolute worst place to  operate a normally aspirated engine is fifty rich of peak at a power above  sixty-five percent.

  

 Below sixty-five percent power you can't hurt the engine with the mixture  control.

  

 All temperatures in Fahrenheit of course!<G>

  

 All of the above assumes balanced fuel flow to each of those little engines  that are connected to the same crankshaft.

  

 Does that agree with your thinking?

  

 It IS what I was taught in Ada at the Advanced Pilot Seminars.  <G>

  

 Happy Skies,

  

 Old Bob

  

  In a message dated 12/28/2010 12:36:37 A.M. Central Standard Time,  wjrhamilton(at)optusnet.com.au writes:

 [quote]--> Commander-List message    posted by: William J Hamilton    <wjrhamilton(at)optusnet.com.au>



Folks,

Read the article, made me    more than a little envious.

However, there was one quite disturbing    "recommendation" in using the JPI to run the engines 20 degrees on the rich    side of peak EGT, a recipe for maximizing the chance of detonation. If you    want to run rich of peak, make it more like 40+ colder.

If the engines had    a set of GAMI injectors, you would be able to run on the lean side of peak    EGT. Another furphie ( an Australian expression --- a bit like a factual    Murphie --- but that ain't where the word came from) is that minimum fuel flow    is at peak EGT ---- not if you are running lean of peak, it isn't.

I also    notice another bit of disinformation in another article about in-flight icing,    repeating "old wives tales" about the temperature range for icing, we have    known better for the last 40 or so years.

Cheers,

Bill    Hamilton



[quote] Bichier, Peter <Peter.Bichier(at)utoledo.edu>    wrote:

 

 Commanders,

 

 Dianne White (Twin &    Turbine editor) kindly shared the article with me:

 

 Follow    this link to the e-edition!

 

    http://digital.turn-page.com/issue/20532

 

 Merry Christmas    & Happy New Year!

 

 Peter Bichier

 Lake Erie Center    (Univeristy of Toledo)

 Department of Environmental Sciences

    (419) 530-8384

 

 --

wjrhamilton(at)optusnet.c
Guest

Posted: Tue Dec 28, 2010 6:25 pm Post subject: Twin & Turbine Article

Old Bob,

I agree with you entirely. 

I have been operating IO-540 Lycoming lean of peak since the 1960's, using 6 point temp. probes on all exhaust pipes, the relatively recent availability of calibrated injectors (GAMI) improves the efficiency even further.

Factory "recommendations" have varied over the years, but I still have the Lycoming (not Piper) engine handbook for the first IO-540 we ever had, in a 260C Comanche, and the lean of peak recommendations were clear and simple.

Quite apart from the fuel savings ( there are equal HP point either side of the peak HP point of the power curve) lean of peak running left us with (then) 1500h TBO cylinders that were so little worn that it was often possible to just deglaze, without boring oversize. As you mentioned, running on the air cold side of peak EGT means the mixture is too week for detonation.

 Admittedly, we always ran with filter on both the hot and cold air, which helps in dusty conditions. And we always ran high boost, low rpm, essentially full throttle from takeoff, just winding the RPM back on climb, to give the % power required, until TOD.

If and when I get the -500A back in the air, it will have GAMI and 6 point EGT on the IO-470s (or maybe 520s, if I can manage it, $$$) and lean of peak will be the order of the day.

Cheers,

Bill Hamilton

[quote] BobsV35B(at)aol.com wrote:

 Good Morning Bill,

 If I may expand on your comments just a bit:  

 We should designate whether we are discussing Fahrenheit or Celsius  

 temperatures. 

 The absolutely hottest and most potentially harmful place to operate any 

 normal conforming piston engine is around fifty to sixty degrees 

 Fahrenheit 

 rich  of peak EGT. 

 That is also the point where the engine will develop the most power  

 possible given the amount of air being pumped through it. If it is 

 normally  

 aspirated and being operated above sixty-five to seventy-five percent 

 power, it  

 should be run at least 100 degrees Fahrenheit richer than peak EGT. 

 Preferably  one hundred and fifty. 

 If you want to get the most power possible out of every drop of fuel 

 being  

 used, you must operate on the lean side of peak somewhere between twenty 

 and  eighty degrees Fahrenheit. Twenty degrees works for power settings 

 around 

 fifty  per cent and eighty lean of peak works well for supercharged 

 engines 

 that can be  operated as high as eighty per cent power.  The absolute 

 worst 

 place to  operate a normally aspirated engine is fifty rich of peak at a 

 power above  sixty-five percent.

 Below sixty-five percent power you can't hurt the engine with the 

 mixture  

 control.

 All temperatures in Fahrenheit of course!<G>

 All of the above assumes balanced fuel flow to each of those little 

 engines 

  that are connected to the same crankshaft.

 Does that agree with your thinking?

 It IS what I was taught in Ada at the Advanced Pilot Seminars.  <G>

 Happy Skies,

 Old Bob

 In a message dated 12/28/2010 12:36:37 A.M. Central Standard Time,  

 wjrhamilton(at)optusnet.com.au writes:

 <wjrhamilton(at)optusnet.com.au>

 Folks,

 Read the article, made me  more than a little envious.

 However, there was one quite disturbing  "recommendation" in using the 

 JPI 

 to run the engines 20 degrees on the rich  side of peak EGT, a recipe 

 for 

 maximizing the chance of detonation. If you  want to run rich of peak, 

 make it 

 more like 40+ colder.

 If the engines had  a set of GAMI injectors, you would be able to run on 

 the lean side of peak  EGT. Another furphie ( an Australian expression 

 --- a 

 bit like a factual  Murphie --- but that ain't where the word came from) 

 is 

 that minimum fuel flow  is at peak EGT ---- not if you are running lean 

 of 

 peak, it isn't.

 I also  notice another bit of disinformation in another article about 

 in-flight icing,  repeating "old wives tales" about the temperature 

 range for 

 icing, we have  known better for the last 40 or so years.

 Cheers,

 Bill  Hamilton

 > Bichier, Peter <Peter.Bichier(at)utoledo.edu>  wrote:

 > 

 > Commanders,

 > 

 > Dianne White (Twin &  Turbine editor) kindly shared the article with 

 me:

 > 

 > Follow  this link to the e-edition!

 > 

 >  http://digital.turn-page.com/issue/20532

 > 

 > Merry Christmas  & Happy New Year!

 > 

 > Peter Bichier

 > Lake Erie Center  (Univeristy of Toledo)

 > Department of Environmental Sciences

 >  (419) 530-8384

 > 

 > --

BobsV35B(at)aol.com
Guest

Posted: Wed Dec 29, 2010 6:03 am Post subject: Twin & Turbine Article

Good Morning Bill,

 I know it is very easy to spend someone else's money, but has anyone  considered using the IO-550 in lieu of the 520 or 470 in that model  Commander?

 The 550 weighs the same and is physically identical in size to the 520.  Continental is charging two to three thousand more for the 550 than the 520, but  I will bet it costs them no more to build a 550 than it does to build a 520, or,  for that matter, the 470.

 Is the Sand Cast case required for the Commander? Not sure how Colemill is  doing, but they do hold the certificate for an engine Continental builds for  them which uses the old sand cast case with the new crank, cylinders,  and  pistons to provide 550 cubic inches and three hundred horsepower. Not sure if it  is available now, but that engine should work in your airplane if no one has an  approval for the Permold case.

 I am now on the third IO-550-B in my Bonanza and could not be happier.  I fly higher, faster, and burn less fuel! 

 What is not to like?

 Happy Skies,

 Old Bob

  In a message dated 12/28/2010 8:25:50 P.M. Central Standard Time,  wjrhamilton(at)optusnet.com.au writes:

 [quote]-->    Commander-List message posted by: William J Hamilton    <wjrhamilton(at)optusnet.com.au>

Old Bob,

I agree with you    entirely. 

I have been operating IO-540 Lycoming lean of peak since the    1960's, using 6 point temp. probes on all exhaust pipes, the relatively recent    availability of calibrated injectors (GAMI) improves the efficiency even    further.

Factory "recommendations" have varied over the years, but I    still have the Lycoming (not Piper) engine handbook for the first IO-540 we    ever had, in a 260C Comanche, and the lean of peak recommendations were clear    and simple.

Quite apart from the fuel savings ( there are equal HP    point either side of the peak HP point of the power curve) lean of peak    running left us with (then) 1500h TBO cylinders that were so little worn that    it was often possible to just deglaze, without boring oversize. As you    mentioned, running on the air cold side of peak EGT means the mixture is too    week for detonation.

Admittedly, we always ran with filter on both the    hot and cold air, which helps in dusty conditions. And we always ran high    boost, low rpm, essentially full throttle from takeoff, just winding the RPM    back on climb, to give the % power required, until TOD.

If and when I    get the -500A back in the air, it will have GAMI and 6 point EGT on the    IO-470s (or maybe 520s, if I can manage it, $$$) and lean of peak will be the    order of the day.

Cheers,

Bill Hamilton

[quote]    BobsV35B(at)aol.com wrote:

 Good Morning Bill,

 If I may expand on your comments just a bit:  

 We should designate whether we are discussing Fahrenheit or    Celsius  

 temperatures. 

 The absolutely    hottest and most potentially harmful place to operate any 

 normal conforming piston engine is around fifty to sixty degrees    

 Fahrenheit 

 rich  of peak EGT. 

    That is also the point where the engine will develop the most power     

 possible given the amount of air being pumped through it. If it is    

 normally  

 aspirated and being operated above sixty-five    to seventy-five percent 

 power, it  

 should be run at    least 100 degrees Fahrenheit richer than peak EGT. 

 Preferably     one hundred and fifty. 

 If you want to get the most    power possible out of every drop of fuel 

 being  

 used,    you must operate on the lean side of peak somewhere between twenty 

 and  eighty degrees Fahrenheit. Twenty degrees works for power    settings 

 around 

 fifty  per cent and eighty lean of peak    works well for supercharged 

 engines 

 that can be     operated as high as eighty per cent power.  The absolute 

 worst    

 place to  operate a normally aspirated engine is fifty rich of    peak at a 

 power above  sixty-five    percent.

 Below sixty-five percent power you can't hurt    the engine with the 

 mixture  

 control.

 All temperatures in Fahrenheit of course!<G>

 All of the above assumes balanced fuel flow to each of those little    

 engines 

  that are connected to the same    crankshaft.

 Does that agree with your    thinking?

 It IS what I was taught in Ada at the    Advanced Pilot Seminars.  <G>

 Happy    Skies,

 Old Bob

 In    a message dated 12/28/2010 12:36:37 A.M. Central Standard Time,  

    wjrhamilton(at)optusnet.com.au writes:

 -->     Commander-List message posted by: William J Hamilton  

    <wjrhamilton(at)optusnet.com.au>

 Folks,

 Read the    article, made me  more than a little envious.

 However, there was    one quite disturbing  "recommendation" in using the 

 JPI 

    to run the engines 20 degrees on the rich  side of peak EGT, a recipe    

 for 

 maximizing the chance of detonation. If you  want    to run rich of peak, 

 make it 

 more like 40+ colder.

    If the engines had  a set of GAMI injectors, you would be able to run on    

 the lean side of peak  EGT. Another furphie ( an    Australian expression 

 --- a 

 bit like a factual  Murphie    --- but that ain't where the word came from) 

 is 

 that minimum    fuel flow  is at peak EGT ---- not if you are running lean 

 of    

 peak, it isn't.

 I also  notice another bit of    disinformation in another article about 

 in-flight icing,     repeating "old wives tales" about the temperature 

 range for 

    icing, we have  known better for the last 40 or so years.

    Cheers,

 Bill  Hamilton

 >    Bichier, Peter <Peter.Bichier(at)utoledo.edu>  wrote:

 >    

 > Commanders,

 > 

 > Dianne White (Twin    &  Turbine editor) kindly shared the article with 

    me:

 > 

 > Follow  this link to the    e-edition!

 > 

 >     http://digital.turn-page.com/issue/20532

 > 

 > Merry    Christmas  & Happy New Year!

 > 

 > Peter    Bichier

 > Lake Erie Center  (Univeristy of Toledo)

    > Department of Environmental Sciences

 >  (419)    530-8384

 > 

 > --

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