PA46 Mirage Piston Engine Management
ฝัง
- เผยแพร่เมื่อ 21 ก.ค. 2024
- Ride along with Master Instructor Dick Rochfort on an in-flight discussion on management of the Textron Lycoming TIO540-AE2A in the Piper PA46 Malibu Mirage. Dick uses proper call-outs and well documented, disciplined procedures to ensure the safety of this challenging flight. Dick Rochfort is a full-time pilot trainer specializing in the PA46 Matrix, Malibu, Mirage and Meridian aircraft. He provides pre-purchase valuation, training, corporate service and expert witness services worldwide.
Nice review!
Thank you. Fly Safely - Train Often .. DR
Very helpful 👍
Thank you. Fly Safely - Train Often .. DR
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
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.
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.
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
@@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
You are most welcome .. Fly Safely - Train Often .. DR
How are you getting the 70% number in the display box?
What is the recommend air intake position at FL17 and above?
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
Silly Question: Why does the GPS ALT say 25,650ft?
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.
Mike’s answer is correct.. Fly Safely - Train Often .. DR
“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.
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