page 45 - American Bonanza Society

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www.bonanza.org This spark plug readout will either scan all six cylinders sequentially or will indicate whichever cylinder is the hottest. I have always advertised that the difference between those two points on the cylinder where temperature may be measured will have the spark plug temperature 30°F to 40°F hotter than the threaded boss temperature. That turns out to be generally true during takeoff, climb, and ROP cruise. However, that relationship changes when operating LOP. The spread between those points may be as high as 30° but also may be only 10°. This G1 display opens up several windows of engine information but somewhat closes the airplane windows for the now busy pilot to look out of. In other words, there is a lot more time spent looking at the engine instrumentation than in the past, at least above the 6000 feet or so altitude when real LOP is begun. One advantage of the changing colors of the CHT columns is that only a quick glance is required to tell if everything is okay or if we’ve gotta do something about ole number 4. One note about the installation of the G1 that is important, or at least important in my installation: Because the G1 is a 2-1/4 inch instrument and there is a lot of displayed information on the rather small instrument face, the digital readouts are small. My engine instrument panel is at the far right of the airplane directly in front of the passenger’s seat. I mounted my G1, as all of the other engine instruments are mounted, at a <strong>45</strong>° angle and also angled up so I am looking straight into the G1 face with no parallax. Since this display is referred to often while flying, such mounting affords the quickest read time possible. On a recent breakfast trip from Reno/Stead, Nevada, to Petaluma, California I took some readings in level cruise flight. I think all of the instrument readouts are accurate to within a very small percentage: 8500 MSL OAT +38°F Aircraft weight 2800 lbs The EGT was ranging from 10 to 80° F LOP 21.5 MP / 2150 RPM— 148 MPH indicated airspeed at 8.6 GPH Bayonet CHTs 380/ 375 / 361 / 382 / 326 / 298 EGTs 14<strong>45</strong>/1494/1448/1481/1466/1470 Oil pressure 46 PSI/Oil temp 175°F. I failed to take the exact numbers of the LOP during the readings but I recall that range being there. The engine has 1900 hours SMOH and 1100 on the first-run Continental cylinders. Not bad for such an old beast. As stated above, there is a very fine line in the movement of the mixture control to keep the engine running smoothly and still staying on the lean side of peak. Without the vernier mixture control I doubt that satisfactory operation could be achieved. Maybe, but I doubt it. When the PS-5C, or at least my PS-5C, is adjusted to the correct point LOP, it is very close to beginning to shut the engine down. It will run rough if just another miliwinkle of movement toward lean is made. I do have an automatic warning system that a too-lean-of-peak area has been entered. That would be my beautiful wife Carmen giving me the “whadda you doin’” look. 24 AMERICAN BONANZA SOCIETY MAY 2013
Dual Control Trade-In Special $2595 Yoke+1 Wheel, $2995 Yoke+2 Wheels Flight Desks iPad Mounts All New Dual Controls Early Nose Gear B55 Air Box 805-528-AERO (2376) info@cygnet-aero.com Nose Gear Doors Main Gear Doors See Our Website www.cygnet-aero.com Chronometers Leather Wheels Cygnet Aerospace Corp. P.O. Box 6603, Los Osos, CA 93412 Volume 13 • Number 5 AMERICAN BONANZA SOCIETY 25
Page 1 and 2: May 2013 VOLUME 13 • NUMBER 5 BPP
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