> Hi Team
>
> I have an IO 360 engine with a 3 bladed constant speed prop.

> I am interested in the views of those more of an engineering bent or
> anyone who has a well informed view on the matter.
>
> Bernie

>
>
> BernieFlyer wrote:

>> Hi Team
>>
>> I have an IO 360 engine with a 3 bladed constant speed prop.

> ........
>

>> I am interested in the views of those more of an engineering bent or
>> anyone who has a well informed view on the matter.
>>
>> Bernie

>
> What does the manufacturer recommend?
> Alan
>

> Alan Peake wrote:

>>
>>
>> BernieFlyer wrote:

>>> Hi Team
>>>
>>> I have an IO 360 engine with a 3 bladed constant speed prop.

>> ........
>>

>>> I am interested in the views of those more of an engineering bent or
>>> anyone who has a well informed view on the matter.
>>>
>>> Bernie

>>
>> What does the manufacturer recommend?
>> Alan
>>

> The manufacturer (Lycoming) allows quite a large range of settings. They ...

> Hi Team
>
> I have an IO 360 engine with a 3 bladed constant speed prop. I was
> taught to never operate with engine power (manifold pressure) greater
> than rpm eg 23 inches of MP and 2,300 rpm. I have read though that this
> is something of an old wives tale and that indeed there can be
> advantages in reducing rpm and running the engine with say 24 inches and
> 2,200 rpm. This reduces cylinder wear and piston speeds but does it
> stress the engine to a higher level? There is a lot about "big bore" IO
> 540s and how they are getting better life running oversquare. The IO 360
> is a 4 vs a six but the cylinders in both have the same capacity.
>
> I am interested in the views of those more of an engineering bent or
> anyone who has a well informed view on the matter.
>
> Bernie

> BernieFlyer wrote:

>> Hi Team
>>
>> I have an IO 360 engine with a 3 bladed constant speed prop. I was
>> taught to never operate with engine power (manifold pressure) greater
>> than rpm eg 23 inches of MP and 2,300 rpm. I have read though that
>> this is something of an old wives tale and that indeed there can be
>> advantages in reducing rpm and running the engine with say 24 inches
>> and 2,200 rpm. This reduces cylinder wear and piston speeds but does
>> it stress the engine to a higher level? There is a lot about "big
>> bore" IO 540s and how they are getting better life running oversquare.
>> The IO 360 is a 4 vs a six but the cylinders in both have the same
>> capacity.
>>
>> I am interested in the views of those more of an engineering bent or
>> anyone who has a well informed view on the matter.
>>
>> Bernie

> I know a few pilots that run their engines oversquare. They all have ...

> "BernieFlyer" gmail.com> wrote in message
> news:rs-dnWbbUNZVYCXVnZ2dnUVZ_rjinZ2d@westnet.com.au...
>

>> Alan Peake wrote:
>>

>>> BernieFlyer wrote:
>>>

>>>> Hi Team
>>>>
>>>> I have an IO 360 engine with a 3 bladed constant speed prop.
>>>>

>>> ........
>>>
>>>

>>>> I am interested in the views of those more of an engineering bent or
>>>> anyone who has a well informed view on the matter.
>>>>
>>>> Bernie
>>>> ...

> Hi Team
>
> I have an IO 360 engine with a 3 bladed constant speed prop. I was taught...

>Howdy Bernie, have a read of the following article by John Deakin.
>http://www.warmkessel.com/jr/flying/td/jd/78.jsp
>Actually, lots of articles by Deakin will argue that oversquare myth is
>just that...

> Howdy Bernie, have a read of the following article by John Deakin.
> http://www.warmkessel.com/jr/flying/td/jd/78.jsp
> Actually, lots of articles by Deakin will argue that oversquare myth is
> just that.
> If you get the time, search around for a book by Kas Thomas called Fly the
> engine. It is most illuminating. Apart from agreeing with Deakin that
> oversquare is a hangover from the days of big radials, it also suggests that
> leaning in the ascent is an acceptable practice, something that I had been
> warned against in the past.
> I often go back and refer to it whenever I hear people talk about shock
> cooling - I am still yet to see any evidence that shock cooling exists.
> However, I have seen plenty of evidence of bent or broken valve guides due
> to stuck valves.
> Mick
>
> "BernieFlyer" gmail.com> wrote in message
> news:y6mdndyT5IadFiXVnZ2dnUVZ_jCdnZ2d@westnet.com.au...
>

>> Hi Team ...