1) Go the the advanced pilot seminars website and download the free PowerPoint presentation on using Target EGT from the TECH page. It will explain how to properly land accurately ean for a high altitude takeoff and how to most efficiently lean in the climb.
2) Fly before 9 am in the mountains. Be on the ground before 10am.
Thanks Walter, I will start using the Target EGT method right away, i had been experimenting with something like
it (similar) already for sometime, using fuel flow meter (digital) and digital EGT.
Walter, I used this today, seems to work fine, when I am in climb I have no problem to hold
EGT temp. at the same as after take off, however when I level off and reduce RPM to 2400 the temperature seems always to be going up another approx. 80 Degrees even if
I don't change the Lean setting, ie it runs hotter at 2400 in cruise, then a WOT in climb? Is this normal? after a while in cruise temperature drops a little bit if i don't change the Leansetting.
I moved to Colorado from Houston over the summer and wanted to continue flying and so needed some mountain training. I drove to Grand Junction and hired a CFI to give me some mountain training before I ventured out on my own. Our first trip was to be into Leadville.
It was a reasonably cool day to me as I had just come from Texas. However, the Density Altitude was already too high in Leadville to take off in the 172M we were going to fly there.
Long and short... be very conservative when flying in the mountains. Be well under gross, lean before takeoff, and make sure you have plenty of runway. Check the Density Altitude at your destination airport before flying. You will likely find that you cannot fly into (or at least back out of Leadville) during the summer in a 160HP 172.
If you have the time, stop in at Grand Junction (KGJT) at the Colorado Flight Center for some assistance. Grab a CFI to make the trip with you. He'll make sure you make it back. If he decides you can't make it to Leadville, like we did on my first attempt, the trip to Aspen is a great substitute. The GA approach from the west is between two peaks and very memorable.
Read Sparky Anderson's Mountain Flying book before you leave. There are a few common sense things that will stick with you.
Werner Koch Wrote:
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> Walter, I used this today, seems to work fine,
> when I am in climb I have no problem to hold
> EGT temp. at the same as after take off, however
> when I level off and reduce RPM to 2400 the
> temperature seems always to be going up another
> approx. 80 Degrees even if
> I don't change the Lean setting, ie it runs hotter
> at 2400 in cruise, then a WOT in climb? Is this
> normal? after a while in cruise temperature drops
> a little bit if i don't change the Leansetting.
>
> appreciate yr feedback, thanks Werner
Werner:
This is perfectly normal and to be expected. As you reduce power, the thetaPP is later and that results in a higher EGT. You're just confirming that Sir Isaac Newton was right!
Werner
That would be Sparky Imeson's mountain flying bible.Look at your POH and see what MP or RPM gives you 65% power at the alitude of your home airport.Now try a takeoff using only that 65% power setting, don't be surprised if you have to add more power to take off.Now imagine taking off on a hot day at high elevation airport where you wouldn't be able to add any more power. Getting some good instruction before you go out is a must! Density alitude kills a lot of pilots in the mountains,Also get some input from them about how the weather,and winds can get you too.
