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amekler

Joined: 07 Oct 2010
Posts: 164

Posted: Sat Apr 27, 2013 2:21 am Post subject: power settings

just curious does anybody reduce power after takeoff or use pull power for the climb?

also what mp and rpm do you use in cruise(altitude dependent)



Alan

N668G  205 hrs

n223rv(at)wolflakeairport
Guest

Posted: Sat Apr 27, 2013 2:58 am Post subject: power settings

I stay at 2700 (full power) to about 500' agl, then deduce power to about 2450 squared until I'm at the desired altitude.    My reasoning?  I just don't like the engine spinning that fast for very long and at 500', I should be able to make it back to the runway.....

I did not have a lot of previous c/s prop experience so I  am curious to see what others say....



-Mike KrausRV-4 sold 

RV-10 flying 

KitFox SS7 Radial building 

On Apr 27, 2013, at 6:20 AM, Alan Mekler MD <amekler(at)metrocast.net (amekler(at)metrocast.net)> wrote:

[quote]--> RV10-List message posted by: Alan Mekler MD <amekler(at)metrocast.net (amekler(at)metrocast.net)>



just curious does anybody reduce power after takeoff or use pull power for the climb?

also what mp and rpm do you use in cruise(altitude dependent)



Alan

N668G &nbs=================================================ttp://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Naviga====================================================;      - MATRONICS WEB FORUMS -



<========================================================





[b]

ScooterF15

Joined: 19 Jun 2006
Posts: 136

Posted: Sat Apr 27, 2013 4:17 am Post subject: power settings

There's a great book called 'Fly The Engine' by Kas Thomas. It has a lot of good information I didn't learn in  my flight training. I also learned some good tips from my transition training with Mike Seager. 



For my -10: As for throttle, for a cross country flight I wouldn't touch the throttle until initial descent. After lifting off at 2700, I would reduce RPM to 2600 for the initial climb out. Upon reaching 800' AGL I'd reduce RPM to 2500 for the climb. I'd lean fuel flow by 3% every 1000' of climb (roughly 0.5 gph per 1000'). I would climb to usually between 10k and 12.5k. At level off I would set the RPM between 2250 and 2450 and lean for cruise. I leaned 50 degrees LOP. I switched tanks every 30 minutes and changed the RPM every other tank change (every hour). I would, for example, change RPM from 2450 to 2370 and re-lean. This is to help ensure you don't inadvertently spend to much time on some component's harmonic in the engine.

 



-Jim 



On Sat, Apr 27, 2013 at 6:20 AM, Alan Mekler MD <amekler(at)metrocast.net (amekler(at)metrocast.net)> wrote:

 [quote]--> RV10-List message posted by: Alan Mekler MD <amekler(at)metrocast.net (amekler(at)metrocast.net)>

  

 just curious does anybody reduce power after takeoff or use pull power for the climb?

 also what mp and rpm do you use in cruise(altitude dependent)

 

 Alan

 N668G  205 hrs

 

 ===========

 arget="_blank">http://www.matronics.com/Navigator?RV10-List

 ===========

 http://forums.matronics.com

 ===========

 le, List Admin.

 ="_blank">http://www.matronics.com/contribution

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 [b]

amekler

Joined: 07 Oct 2010
Posts: 164

Posted: Sat Apr 27, 2013 4:36 am Post subject: power settings

Jim,

Thanks for your reply. I was listening to a mike bush webinar and his was big on low rpm high manifold pressures just the opposite if how i was tought.

Alan



Sent from my iPhone



On Apr 27, 2013, at 8:17 AM, James McGrew <jsmcgrew(at)alum.mit.edu (jsmcgrew(at)alum.mit.edu)> wrote:

[quote]There's a great book called 'Fly The Engine' by Kas Thomas. It has a lot of good information I didn't learn in  my flight training. I also learned some good tips from my transition training with Mike Seager. 



For my -10: As for throttle, for a cross country flight I wouldn't touch the throttle until initial descent. After lifting off at 2700, I would reduce RPM to 2600 for the initial climb out. Upon reaching 800' AGL I'd reduce RPM to 2500 for the climb. I'd lean fuel flow by 3% every 1000' of climb (roughly 0.5 gph per 1000'). I would climb to usually between 10k and 12.5k. At level off I would set the RPM between 2250 and 2450 and lean for cruise. I leaned 50 degrees LOP. I switched tanks every 30 minutes and changed the RPM every other tank change (every hour). I would, for example, change RPM from 2450 to 2370 and re-lean. This is to help ensure you don't inadvertently spend to much time on some component's harmonic in the engine.

 



-Jim 



On Sat, Apr 27, 2013 at 6:20 AM, Alan Mekler MD <amekler(at)metrocast.net (amekler(at)metrocast.net)> wrote:

  	  Quote: 	
		  --> RV10-List message posted by: Alan Mekler MD <amekler(at)metrocast.net (amekler(at)metrocast.net)>

  

 just curious does anybody reduce power after takeoff or use pull power for the climb?

 also what mp and rpm do you use in cruise(altitude dependent)

 

 Alan

 N668G  205 hrs

 

 ===========

 arget="_blank">http://www.matronics.com/Navigator?RV10-List

 ===========

 http://forums.matronics.com

 ===========

 le, List Admin.

 ="_blank">http://www.matronics.com/contribution

 ===========

 

 

 

 

	


[b]

ScooterF15

Joined: 19 Jun 2006
Posts: 136

Posted: Sat Apr 27, 2013 4:47 am Post subject: power settings

Couple things I forgot to mention above. I always took off full throttle. Once airborne, if the MAP was >RPM I would reduce throttle for the climb to keep from being over squared. It doesn't take long to get the throttle all the back in at 25 squared. MAP continues to go down from there, at the altitudes I cruised at MAP was never an issue. 



-Jim



On Sat, Apr 27, 2013 at 8:35 AM, Alan Mekler MD <amekler(at)metrocast.net (amekler(at)metrocast.net)> wrote:

 [quote]Jim,

Thanks for your reply. I was listening to a mike bush webinar and his was big on low rpm high manifold pressures just the opposite if how i was tought.

 Alan



Sent from my iPhone



On Apr 27, 2013, at 8:17 AM, James McGrew <jsmcgrew(at)alum.mit.edu (jsmcgrew(at)alum.mit.edu)> wrote:



  	  Quote: 	
		  There's a great book called 'Fly The Engine' by Kas Thomas. It has a lot of good information I didn't learn in  my flight training. I also learned some good tips from my transition training with Mike Seager.  



For my -10: As for throttle, for a cross country flight I wouldn't touch the throttle until initial descent. After lifting off at 2700, I would reduce RPM to 2600 for the initial climb out. Upon reaching 800' AGL I'd reduce RPM to 2500 for the climb. I'd lean fuel flow by 3% every 1000' of climb (roughly 0.5 gph per 1000'). I would climb to usually between 10k and 12.5k. At level off I would set the RPM between 2250 and 2450 and lean for cruise. I leaned 50 degrees LOP. I switched tanks every 30 minutes and changed the RPM every other tank change (every hour). I would, for example, change RPM from 2450 to 2370 and re-lean. This is to help ensure you don't inadvertently spend to much time on some component's harmonic in the engine.

  



-Jim 





On Sat, Apr 27, 2013 at 6:20 AM, Alan Mekler MD <amekler(at)metrocast.net (amekler(at)metrocast.net)> wrote:

  

 	  Quote: 	
		  --> RV10-List message posted by: Alan Mekler MD <amekler(at)metrocast.net (amekler(at)metrocast.net)>

   

 just curious does anybody reduce power after takeoff or use pull power for the climb?

 also what mp and rpm do you use in cruise(altitude dependent)

 

 Alan

 N668G  205 hrs

 



 ===========

 arget="_blank">http://www.matronics.com/Navigator?RV10-List

 ===========

 http://forums.matronics.com

 ===========

 le, List Admin.

 ="_blank">http://www.matronics.com/contribution

 ===========

 

 

 

 

	






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[b]

bill.peyton

Joined: 19 Sep 2010
Posts: 198
Location: St. Louis, MO

Posted: Sat Apr 27, 2013 5:02 am Post subject: Re: power settings

A lot of how you choose to climb has to do with how much fuel you want to burn.  Personally, after 1500 agl, I reduce power to 24/2400.  This gives me more than adequate climb, 800 fpm and 120-130kts.  The fuel burn rate goes way down.  I continue to lean in the climb to maintain takeoff egts until at cruise altitude.  I then set up for 8K + ft cruise and 25-40 deg LOP  65% power (at) 2300 rpm.  This gives me roughly 165 kts TAS and fuel burn of 11 to 11.5 GPH depending on the day.

There are some that do the big mixture pull and climb LOP, I have not tried that yet.  Not brave enough.....

_________________
Bill
WA0SYV
Aviation Partners, LLC

robin(at)PaintTheWeb.com
Guest

Posted: Sat Apr 27, 2013 5:59 am Post subject: power settings

I have a very talented instructor airline pilot friend that says DON'T TOUCH A THING after takeoff till you reach an altitude that you can safely return to the airport. That includes flap retract. He says if you are going to have a problem it will likely be on First Action either electrical or mechanical.

After you can make the field continue as you wish.

Currently at the West Coast Formation Clinic. Wish me luck!



Robin



"bill.peyton" <peyton.b(at)sbcglobal.net> wrote:




A lot of how you choose to climb has to do with how much fuel you want to burn.  Personally, after 1500 agl, I reduce power to 24/2400.  This gives me more than adequate climb, 800 fpm and 120-130kts.  The fuel burn rate goes way down.  I continue to lean in the climb to maintain takeoff egts until at cruise altitude.  I then set up for 8K + ft cruise and 25-40 deg LOP  65% power (at) 2300 rpm.  This gives me roughly 165 kts TAS and fuel burn of 11 to 11.5 GPH depending on the day.

There are some that do the big mixture pull and climb LOP, I have not tried that yet.  Not brave enough.....



--------

Bill

WA0SYV

Aviation Partners, LLC





Read this topic online here:



http://forums.matronics.com/viewtopic.php?p=399479#399479

Kellym

Joined: 10 Jan 2006
Posts: 1705
Location: Sun Lakes AZ

Posted: Sat Apr 27, 2013 6:39 am Post subject: power settings

I wonder where that instructor got his mechanical knowledge. Certainly 

is telling you to operate differently than he does in his day job.  I 

guarantee you that all airline jets retract gear and reduce flaps long 

before they could glide back to the airport. As a matter of fact, I 

remember DC6's and 7's retracting gear as soon as they were 10 ft in the 

air with barely positive rate of climb, because they needed the drag 

reduction. I reduce flap setting when the angle of climb is no longer 

needed to clear obstacles. You will glide better without flaps.  I 

reduce rpm at 800-1000 AGL for noise abatement and to reduce stress on 

the prop. I keep full throttle until leveling off. Had to be amused by 

the "oversquare" comments. Flat (horizontally opposed) engines have no 

issues of being oversquare. Every aircraft with a fixed pitch prop runs 

oversquare on takeoff. If it didn't, you would have to reduce power as 

soon as the nose was lowered for cruise to keep from exceeding red line. 

That whole over/under square discussion comes from radial engines that 

turn much slower to start with.

As far as I know, no one has ever done a thorough, statistically sound, 

analysis of failure at first power reduction or at first configuration 

change. I believe it to be one of aviation's most strongly held old 

wive's tale. Probably related to takeoffs with unairworthy aircraft to 

begin with, that the failure would occur soon after takeoff regardless 

of whether the controls were moved.

Kelly

On 4/27/2013 6:59 AM, Robin Marks wrote:

 	  Quote: 	
		   



 I have a very talented instructor airline pilot friend that says DON'T TOUCH A THING after takeoff till you reach an altitude that you can safely return to the airport. That includes flap retract. He says if you are going to have a problem it will likely be on First Action either electrical or mechanical.

 After you can make the field continue as you wish.

 Currently at the West Coast Formation Clinic. Wish me luck!



 Robin



 "bill.peyton" <peyton.b(at)sbcglobal.net> wrote:

 



 A lot of how you choose to climb has to do with how much fuel you want to burn.  Personally, after 1500 agl, I reduce power to 24/2400.  This gives me more than adequate climb, 800 fpm and 120-130kts.  The fuel burn rate goes way down.  I continue to lean in the climb to maintain takeoff egts until at cruise altitude.  I then set up for 8K + ft cruise and 25-40 deg LOP  65% power (at) 2300 rpm.  This gives me roughly 165 kts TAS and fuel burn of 11 to 11.5 GPH depending on the day.

 There are some that do the big mixture pull and climb LOP, I have not tried that yet.  Not brave enough.....



 --------

 Bill

 WA0SYV

 Aviation Partners, LLC





 Read this topic online here:



 http://forums.matronics.com/viewtopic.php?p=399479#399479




	


-----

No virus found in this message.

Checked by AVG - www.avg.com

_________________
Kelly McMullen
A&P/IA, EAA Tech Counselor # 5286
KCHD

rv10flyer

Joined: 25 Aug 2009
Posts: 364

Posted: Sat Apr 27, 2013 7:26 pm Post subject: Re: power settings

At full gross 90% of the time with the family...WOT, 2700 to cruise altitude and lean during ascent to maintain 1250-1275F takeoff EGT. Then RPM back to 2300-2400, MP as necessary for 60-65%, FF= 9.5-10.5 at 25-40F LOP. I really like this plane!

_________________
Wayne G.

jchang10

Joined: 05 Jul 2006
Posts: 227

Posted: Sat Apr 27, 2013 8:50 pm Post subject: power settings

On 4/27/2013 5:35 AM, Alan Mekler MD wrote:

 	  Quote: 	
		   Thanks for your reply. I was listening to a mike bush webinar and his 

 was big on low rpm high manifold pressures just the opposite if how i 

 was tought.

 Alan

Ive heard Mike Busch's seminars too but dont think i have come away with 
	


that particular conclusion. In fact, i recall him saying high MAP and 

low RPM with the right mixture and power setting is about the worst 

place to operate an engine.



He flies a twin turbocharged cessna, so on takeoff with turbos he is 

effectively operating high MAP with low RPM. However, he does so with 

full mixture to mitigate detonation all the way to cruise. The turbo 

charging dictates how he operates. NA operators have more flexibility 

than this.



On 4/27/2013 6:02 AM, bill.peyton wrote:

 	  Quote: 	
		   There are some that do the big mixture pull and climb LOP, I have not 

 tried that yet. Not brave enough.....

Not sure what is brave about a LOP climb since the engine doesn't know 
	


it is climbing, level or descending. The engine chart parameters are 

more about temperatures/pressures, %power and fuel settings.



Jae



-- 

#40533 RV-10

First flight 10/19/2011

Phase 1 Done 11/26/2011

do not archive

_________________
#40533 RV-10
First flight 10/19/2011
Phase 1 Done 11/26/2011

robin(at)PaintTheWeb.com
Guest

Posted: Sat Apr 27, 2013 10:02 pm Post subject: power settings

My friends recommendation was specific to my RV and not to aircraft like a DC6 or maybe even the G550 he will take to Russia on 12 hours notice. if you are not touching anything but the 3 degrees of flap before 800-1000' AGL than i might as well abide by his recommendation for another 10 seconds before making those changes. 

While I don't believe everything I read or hear when a craftsman in their chosen industry gives me a safety tip I give it extra weight. 

Robin

Sent from the new iPad

On Apr 27, 2013, at 7:43 AM, "Kelly McMullen" <kellym(at)aviating.com> wrote:

 	  Quote: 	

 I wonder where that instructor got his mechanical knowledge. Certainly is telling you to operate differently than he does in his day job.  I guarantee you that all airline jets retract gear and reduce flaps long before they could glide back to the airport. As a matter of fact, I remember DC6's and 7's retracting gear as soon as they were 10 ft in the air with barely positive rate of climb, because they needed the drag reduction. I reduce flap setting when the angle of climb is no longer needed to clear obstacles. You will glide better without flaps.  I reduce rpm at 800-1000 AGL for noise abatement and to reduce stress on the prop. I keep full throttle until leveling off. Had to be amused by the "oversquare" comments. Flat (horizontally opposed) engines have no issues of being oversquare. Every aircraft with a fixed pitch prop runs oversquare on takeoff. If it didn't, you would have to reduce power as soon as the nose was lowered for cruise to keep from exceeding red line. That whole over/under square discussion comes from radial engines that turn much slower to start with.

 As far as I know, no one has ever done a thorough, statistically sound, analysis of failure at first power reduction or at first configuration change. I believe it to be one of aviation's most strongly held old wive's tale. Probably related to takeoffs with unairworthy aircraft to begin with, that the failure would occur soon after takeoff regardless of whether the controls were moved.

 Kelly

 On 4/27/2013 6:59 AM, Robin Marks wrote:

> 

> 

> I have a very talented instructor airline pilot friend that says DON'T TOUCH A THING after takeoff till you reach an altitude that you can safely return to the airport. That includes flap retract. He says if you are going to have a problem it will likely be on First Action either electrical or mechanical.

> After you can make the field continue as you wish.

> Currently at the West Coast Formation Clinic. Wish me luck!

> 

> Robin

> 

> "bill.peyton" <peyton.b(at)sbcglobal.net> wrote:

> 

> 

> 

> 

> A lot of how you choose to climb has to do with how much fuel you want to burn.  Personally, after 1500 agl, I reduce power to 24/2400.  This gives me more than adequate climb, 800 fpm and 120-130kts.  The fuel burn rate goes way down.  I continue to lean in the climb to maintain takeoff egts until at cruise altitude.  I then set up for 8K + ft cruise and 25-40 deg LOP  65% power (at) 2300 rpm.  This gives me roughly 165 kts TAS and fuel burn of 11 to 11.5 GPH depending on the day.

> There are some that do the big mixture pull and climb LOP, I have not tried that yet.  Not brave enough.....

> 

> --------

> Bill

> WA0SYV

> Aviation Partners, LLC

> 

> 

> 

> 

> Read this topic online here:

> 

> http://forums.matronics.com/viewtopic.php?p=399479#399479

 -----

 No virus found in this message.

 Checked by AVG - www.avg.com

Kelly McMullen

Joined: 16 Apr 2008
Posts: 1188
Location: Sun Lakes AZ

Posted: Sun Apr 28, 2013 7:51 am Post subject: power settings

Perhaps. But I see far too many CFIs giving advice about engine operation/management when they don't have any personal knowledge beyond what their instructors told them. Repeating old wives tales doesn't count as experience in my book.

  My point is that I have never seen any data to assert that there is the least bit of risk or increased risk by making engine or flap changes, or gear changes on retracts once you have a positive rate of climb and 50 ft or more altitude. I'd love to see some data. I don't believe it exists at this time.  

 Perhaps if you have an unairworthy throttle or mixture control cable setup, and retarding them causes a disconnect or jam, you might be facing a partial power situation, but engine and flight controls are the areas that your DAR should be giving special attention to on their inspection, and so should you every time the cowling is off.

 Kelly

On Sat, Apr 27, 2013 at 11:01 PM, Robin Marks <robin(at)painttheweb.com (robin(at)painttheweb.com)> wrote:

  	  Quote: 	
		  --> RV10-List message posted by: Robin Marks <robin(at)painttheweb.com (robin(at)painttheweb.com)>

  

 

My friends recommendation was specific to my RV and not to aircraft like a DC6 or maybe even the G550 he will take to Russia on 12 hours notice. if you are not touching anything but the 3 degrees of flap before 800-1000' AGL than i might as well abide by his recommendation for another 10 seconds before making those changes.

  While I don't believe everything I read or hear when a craftsman in their chosen industry gives me a safety tip I give it extra weight.

 

 Robin

 Sent from the new iPad

	


-- 



 - sent from the microchip implanted in my forearm

  



  [quote][b]

_________________
Kelly McMullen
A&P/IA, EAA Tech Counselor
KCHD

jesse(at)saintaviation.co
Guest

Posted: Mon Apr 29, 2013 5:53 am Post subject: power settings

If I am light and climbing 1500+fpm, I sometimes leave things alone because the MP will come down quickly enough. Otherwise, I takeoff with flaps in reflex, full power, mixture full rich (at or near sea level), at about 1,000 ft AGL I pull power to 25" and prop to 2500rpm (sometimes leave it in, but our engine is redline at 2575rpm anyway), add MP to maintain 25" in the climb until I'm full rich, then leave it there, leaning to the low 1300's on EGT during climb. In cruise, I really like 20" 2400rpm and 10.5 gph or so, unless I'm in a great big hurry. On descent, if I'm high, I move mixture to 12gph, keep pulling MP back to 20" as I descend and prop at 2200rpm. Mixture and Prop go full in as I approach the pattern.



Jesse Saint

Saint Aviation, Inc.

jesse(at)saintaviation.com

C: 352-427-0285

F: 815-377-3694



On Apr 27, 2013, at 6:20 AM, Alan Mekler MD <amekler(at)metrocast.net> wrote:



 	  Quote: 	
		   

 

 just curious does anybody reduce power after takeoff or use pull power for the climb?

 also what mp and rpm do you use in cruise(altitude dependent)

 

 Alan

 N668G  205 hrs

Kellym

Joined: 10 Jan 2006
Posts: 1705
Location: Sun Lakes AZ

Posted: Mon Apr 29, 2013 5:58 am Post subject: power settings

Am I missing something? My understanding is that the C4B5 engine or 

close variants are rpm limited only by the certified airframes they were 

installed in....such as Aztec or Comanche 250, and that there was no 

reason not to increase the governor limit to 2700. Perhaps Rhonda can 

educate me.

On 4/29/2013 6:53 AM, Jesse Saint wrote:

 	  Quote: 	

 If I am light and climbing 1500+fpm, I sometimes leave things alone because the MP will come down quickly enough. Otherwise, I takeoff with flaps in reflex, full power, mixture full rich (at or near sea level), at about 1,000 ft AGL I pull power to 25" and prop to 2500rpm (sometimes leave it in, but our engine is redline at 2575rpm anyway), add MP to maintain 25" in the climb until I'm full rich, then leave it there, leaning to the low 1300's on EGT during climb. In cruise, I really like 20" 2400rpm and 10.5 gph or so, unless I'm in a great big hurry. On descent, if I'm high, I move mixture to 12gph, keep pulling MP back to 20" as I descend and prop at 2200rpm. Mixture and Prop go full in as I approach the pattern.

 Jesse Saint

 Saint Aviation, Inc.

 jesse(at)saintaviation.com

 C: 352-427-0285

 F: 815-377-3694

 On Apr 27, 2013, at 6:20 AM, Alan Mekler MD <amekler(at)metrocast.net> wrote:

> 

>

> just curious does anybody reduce power after takeoff or use pull power for the climb?

> also what mp and rpm do you use in cruise(altitude dependent)

>

> Alan

> N668G  205 hrs

>

>

-----

No virus found in this message.

Checked by AVG - www.avg.com

_________________
Kelly McMullen
A&P/IA, EAA Tech Counselor # 5286
KCHD

Mauledriver(at)nc.rr.com
Guest

Posted: Tue Apr 30, 2013 1:41 pm Post subject: power settings

For the past 280 hours, I generally takeoff and climb to cruise with WOT 

and max RPMs of 2700.  I lean to roughly maintain a constant EGT after 

about 1500' MSL.  That's not a lot of leaning and definitely not LOP, 

just conservatively maintaining the over rich setting used for a  sea 

level takeoff.



Once at cruise, usually 7k to 10k, I maintain WOT, reduce RPMs to MP 

minus 1.  That is if I have 23"MP then I set RPMs to 2200. Then go to 

LOP.  This gives me between 150 to 156 TAS with a burn of between 10.5 

at 10k to 12.2 at 6k.



Other notes:

I have started to reduce RPMs to 2600 after takeoff because it just 

feels more comfortable.



I used to use 'one notch' of flaps for TO on my soft home field and 0 on 

hard surface.  Now I just use one notch in all situations.



I climb at 0 flaps and go to reflex when reaching cruise altitude.



On the ground, I try to maintain 1000RPMs or better at all times to keep 

lead fouling at a minimum.



Thanks for asking the question - I am curious too.



Bill



On 4/27/2013 6:20 AM, Alan Mekler MD wrote:

 	  Quote: 	
		   



 just curious does anybody reduce power after takeoff or use pull power for the climb?

 also what mp and rpm do you use in cruise(altitude dependent)



 Alan

 N668G  205 hrs

amekler

Joined: 07 Oct 2010
Posts: 164

Posted: Tue Apr 30, 2013 2:05 pm Post subject: power settings

Bill,

I have been using neutral flaps on my 5800 ft runway. if Rw less than 3000 one notch of flaps. I climb full power 2700 rpm due to terrain. In cruise i have been using 2300-2400 rpm and usually about 21 in MAP at  8500 msl.

Alan

On Apr 30, 2013, at 5:40 PM, Bill Watson <mauledriver(at)nc.rr.com> wrote:

 	  Quote: 	

 For the past 280 hours, I generally takeoff and climb to cruise with WOT and max RPMs of 2700.  I lean to roughly maintain a constant EGT after about 1500' MSL.  That's not a lot of leaning and definitely not LOP, just conservatively maintaining the over rich setting used for a  sea level takeoff.

 Once at cruise, usually 7k to 10k, I maintain WOT, reduce RPMs to MP minus 1.  That is if I have 23"MP then I set RPMs to 2200. Then go to LOP.  This gives me between 150 to 156 TAS with a burn of between 10.5 at 10k to 12.2 at 6k.

 Other notes:

 I have started to reduce RPMs to 2600 after takeoff because it just feels more comfortable.

 I used to use 'one notch' of flaps for TO on my soft home field and 0 on hard surface.  Now I just use one notch in all situations.

 I climb at 0 flaps and go to reflex when reaching cruise altitude.

 On the ground, I try to maintain 1000RPMs or better at all times to keep lead fouling at a minimum.

 Thanks for asking the question - I am curious too.

 Bill

 On 4/27/2013 6:20 AM, Alan Mekler MD wrote:

> 

> 

> just curious does anybody reduce power after takeoff or use pull power for the climb?

> also what mp and rpm do you use in cruise(altitude dependent)

> 

> Alan

> N668G  205 hrs

>

dave.saylor.aircrafters(a
Guest

Posted: Tue Apr 30, 2013 6:58 pm Post subject: power settings

I depart WOT, full RPM. Â I'm based at SL and I see about 27.5" on takeoff. Â I wish that was higher.

    



When I'm clear of the traffic pattern I reduce RPM to about 2500. Â I use the %HP indicator on my engine monitor to tell me when to lean. Â I know 75% is the rule but I usually start leaning below 70%. Once I'm in cruise-climb I reduce RPM further to about 2250. Â My engine doesn't peak nicely so I just pull the mixture until it's too rough to live with then richen it up til it runs better. Â Even then it still misses occasionally but not so badly that I can see it on the EGTs or anything--just some minor roughness. Â That usually nets me a cruise of 160KTAS on 10.0 to 10.7 GPH. Â I can go a little faster for a little more fuel, a little faster still with more RPM, to about 165 at altitude. Â But I usually don't. The power setting I use just seems comfortable.

   



I depart with flaps at 0 and retract to reflex at the first power change.

 Dave Saylor

[url=tel:831-750-0284]831-750-0284[/url] CL

 



On Tue, Apr 30, 2013 at 2:40 PM, Bill Watson <Mauledriver(at)nc.rr.com (Mauledriver(at)nc.rr.com)> wrote:

[quote]    --> RV10-List message posted by: Bill Watson <Mauledriver(at)nc.rr.com (Mauledriver(at)nc.rr.com)>

 

 For the past 280 hours, I generally takeoff and climb to cruise with WOT and max RPMs of 2700. Â I lean to roughly maintain a constant EGT after about 1500' MSL. Â That's not a lot of leaning and definitely not LOP, just conservatively maintaining the over rich setting used for a Â sea level takeoff.

     

 Once at cruise, usually 7k to 10k, I maintain WOT, reduce RPMs to MP minus 1. Â That is if I have 23"MP then I set RPMs to 2200. Then go to LOP. Â This gives me between 150 to 156 TAS with a burn of between 10.5 at 10k to 12.2 at 6k.

     

 Other notes:

 I have started to reduce RPMs to 2600 after takeoff because it just feels more comfortable.

 

 I used to use 'one notch' of flaps for TO on my soft home field and 0 on hard surface. Â Now I just use one notch in all situations.

 

 I climb at 0 flaps and go to reflex when reaching cruise altitude.

 

 On the ground, I try to maintain 1000RPMs or better at all times to keep lead fouling at a minimum.

 

 Thanks for asking the question - I am curious too.

 

 Bill

 

 On 4/27/2013 6:20 AM, Alan Mekler MD wrote:

  	  Quote: 	
		   --> RV10-List message posted by: Alan Mekler MD <amekler(at)metrocast.net (amekler(at)metrocast.net)>

 

 just curious does anybody reduce power after takeoff or use pull power for the climb?

 also what mp and rpm do you use in cruise(altitude dependent)

 

 Alan

 N668G Â 205 hrs

 

 	
 

 

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