Thorp Air Command - T18.net

This may seem silly but will one of you in the know explain "lean of peak" operations please? I'm getting numerous conflicting opinions at the local round table.

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Lee Walton
Houston, TX
N51863,N118LW
KEFD

Lee,

Try this link from EI Instruments: http://www.buy-ei.com/Information/Pilots%20Manual.pdf

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Bob Highley
N711SH
SN 835
KLAL

Exactly what I needed, thanks Bob!

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Lee Walton
Houston, TX
N51863,N118LW
KEFD

For another view of the leaning argument I would recommend the following reading:
Mike Busch (The Savvy Aviator) on leaning, note he has a Cessna twin and both engines are close to 100% over the recommended TBO and still going strong. http://www.avweb.com/news/savvyaviator/savvy_aviator_59_egt_cht_and_leaning_198162-1.html

Also for your reading pleasure is a series of articles by John Deakin on "Where should I run my engine"
http://www.avweb.com/news/pelican/182179-1.html Part 1
http://www.avweb.com/news/pelican/182176-1.html Part 2
http://www.avweb.com/news/pelican/182583-1.html Part 3
http://www.avweb.com/news/pelican/183094-1.html Part 4

For me, I would run my engine lean-of-peak if I could, carburetor doesn't work to well lean of peak. I also don't run my CHTs higher than 380, I have a red line set on my monitor at 400.

I would also point out that the big radial engines were routinely run lean-of-peak or the airliners would not have made it across the pond (too high of fuel flow).

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Bruce Finney
N18JF T-18C #262
Yelm, WA USA

Funny. All LOP discussions devolve to the emotional.

LOL at Dick - indeed - With an O-320 and a projected average of 75 hours of flight time per year ,I emotionally resolve to operate my motor slightly rich of peak at all times with the occasional momentary over lean to clean the plugs when deemed emotionally necessary.
Having said that, a seasoned colonel once told me to lean for airspeed.

If I had dual 540s to feed and manage, I might be a little more concerned.