How about power after rotation?

[Eustacio-Chachi]

On a previous post I have seen a discussion on landing gear retraction after take off. It would be interesting to see the take off "check list"after rotation for those with comments on the landing gear retraction. I would say that on power reduction is when probabilities of an engine failure increase.

[Jerry De Santis]

Hi Chachi!

I follow the following:

1, 500 feet or greater in elevation
2, Speed well past blue line (general around 120 MPH)
3, Wheels up and flaps up.

Only after the above do I reduce power to climb settings.

On the personal side:
I'll be in Panama on the evening of January 20th and will go to job site Tuesday morning. Should be done on Wednesday night and back in Panama City. Free day on Thursday with flight back home Friday. See ya in Panama
Cheers
Jerry
N34EC

[kevin]

I do the same as Jerry, except I wait a bit longer. I wait until 1000' AGL before reducing power.

kevin

[Eustacio-Chachi]

Jerry, confirm you have received the message I send to your personal mail

[rick bell]

does anybody just run up to the top of green for takeoff? i do except at my house where there is 1600' useable and obstructions. seems to work fine, any comments + or -

[kevin]

Rick,

I am told that partial throttle takeoffs are actually less beneficial to the engines than full. The reason is that in the last part of the throttle travel, the mixture is enriched. So if you run full throttle, the engine is getting a richer mixture than partial. BUT...

If you are going to climb for 10 minutes at "the top of the green", and if you have enough runway, I myself don't see why it hurts. The engine does not know it is the first minute of takeoff vs the other 10. Unless you count the very brief period of reduced airflow during the takeoff roll.

In the end, I always do full throttle takeoffs because I don't believe it *reduces* engine wear to do partial throttle takeoffs, and I want to be at 1000' AGL as quickly as possible, to give me altitude to deal with an engine failure.

My 2 cents.

Kevin

[Jerry De Santis]

Rick, The reason I use full power on take off is for safety purposes. If I rotate and climb a few hundred feet and lose an engine with no more runway left to land on, I want all the power I can get with the live engine to continue the climb. A second or two delay can make a difference in the initial climb rate since you will be closer to blue line without full power.

Jerry
N34EC

[Jim Rainer]

I have a 1976 337G normally aspiritated and always use full power for takeoff. The engine is designed so that if the throttles are firewalled, there is a richer mixture than when they are pulled back. You can see this by just pulling your throttles back an inch and watch the egt rise. Consequently, you are robbing your engines of much needed cooling fuel at the exact time they need it the most.

There's wonderful article article on Avweb by John Deakin about just this subject. For those of you not familiar, Avweb is a great aviation site that publishes two email letters per week full of all kinds of stuff. It's at www.avweb.com.

The website for the article is www.avweb.com/articles/pelperch/pelp0063.html -- if I typed this wrong, just go to the Avweb site and poke around until you find Deakin under "article" or "writers. Very informative especially for turbocharged engines.

[Jim Rainer]

Eustachio, I'm replying to my own reply because the link for Deakin's article does not seem to work. Here's how to access it: go to www.avweb.com - then in the "search" blank enter "pelican's perch" and hit enter - then download items 3 and 5 by Deakin about engine power. The one refered to above is number 5 and I have yet to read number 3 but 5 relates to takeoff power.

I just re-read 5 and it is an excellent article and well worth reading. Deakin is a proponent of LOP operation with GAMI injectors - which is controversial - but this articles gives one the option of either ROP or LOP. Lots of really good information here!

[Kevin McDole]

Here are the two Deakin articles that Jim is referring to:

Part 1: http://www.avweb.com/news/columns/182179-1.html
Part 2: http://www.avweb.com/news/columns/182176-1.html

[Bob Cook]

I agree with Jim.

You need full power for;
1) double check fuel flow (check manual) mine is 140 lbs/hr.
2) provide sufficient fuel cooling. - yes you waste fuel.
3) avoid preignition "knock"
4) insure engines are developing power.
5) insure the engine is still developing pwr at V1
6) feels good <G>

Should stay that way until;
1)temp limits reached
2)safe altitude
3)obstruction clearance
or
4)you migrate into cruise climb. (generally ~1k ft .

most important you have a *reference* for fuel flow / cht/ egt on the roll (more important with turbos).

bob

[Guy Paris]

and squeeze them props back a scoch. Get them RPMs down a bit.... Guy, old72driver....