#RED ENGINE 3 HOW TO#
#RED ENGINE 3 FULL#

Your CHTs may all be fine, but there probably will be вЂњhot spotsвЂќ elsewhere that may cook hoses, wiring, and other things in the engine compartment. On the other hand, CHT indication *on the ground* may NOT tell the tale, as there is not enough airflow for reasonably uniform cooling, or for uniform temperature measurement. So what youвЂ™re really doing is running the CHTs down, only to turn around and run them back up again later, when you set up for cruise! ThatвЂ™s harmless, but why wait? In fact, in some airplanes, you may benefit by climbing with the cowl flaps partly (or fully) closed. If you quit climbing and accelerate without changing anything else, the CHT will drop, due to the increased cooling flow. There is an OWT (вЂњOld WivesвЂ™ TaleвЂќ) out there that the engine should be left to вЂњstabilizeвЂќ at cruise for some minutes before closing the cowl flaps. ItвЂ™s just a good trick to get up to cruise speed sooner. No, this has nothing to do with getting вЂњon the step,вЂќ for there is no such thing, Ernie Gann notwithstanding. Well, the first thing you do is leave alone whatever climb power you had set, and accelerate to your approximate cruise speed, while closing cowl flaps, if any.

(ItвЂ™s cooler for EGT, CHT, valves, and valve seats.) Cruise To emphasize the point, please remember, вЂњLeaner is hotterвЂќ ONLY when ROP. (Remember, when ROP, вЂњleaner is hotter.вЂќ) At some point in the climb, probably around 8,000вЂІ MSL, leaning the mixture will NOT bring the EGT up, it will drop it, showing youвЂ™ve gone lean of peak (LOP). So we suggest you lean a little, bring the EGT (and CHT) back up to the target, and repeat that cycle. If you climb a little, the EGT (and CHT) drops a bit from the enriching effect of higher altitude (same fuel, less air). We talked about the leaning process in the climb.

#RED ENGINE 3 FULL#

Full throttle throughout, and full RPM too, UNLESS there is a LIMITATION, or you like some slightly reduced RPM for noise and/or smoothness.

#RED ENGINE 3 HOW TO#

We also discussed how to determine the proper fuel flow with full power at sea level, and how to detect too little fuel flow (VERY common problem!) or too much fuel flow (just lean a little). We discussed ground leaning, runups, takeoffs (always with full power), and climbs rich of peak (ROP), noting the EGT after takeoff (with proper fuel flow), and leaning to maintain that. Where were we? Oh, yes, I left you hanging at the top of climb, wondering how to set up for cruise, in an airplane with a normally-aspirated, fuel-injected engine. However, we have some recent information for those with carbureted engines вЂ“ see the sidebar below.

News Flash for Carbureted EnginesДЄs with my other columns in this вЂњWhere Should I Run My Engine?вЂќ series, this one is for owners of airplanes with fuel-injected engines. Please try to send responses to my columns in public, but if it gets too painful, then email me directly at good folks at Belvoir are painfully aware of the problems. Please be patient letвЂ™s see where this goes. There have been many, many unforeseen problems, and there will probably be more. It is my policy to respond to EVERY message from readers, so if you wrote one, and I didnвЂ™t respond, I didnвЂ™t see it.

Red engine 3