Today's Message Index:
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1. 03:02 PM - Rag article (Barry Hancock)
2. 06:36 PM - Re: The MAP/LOP/ROP/ROPA-DOPA Debate (Walt Lannon)
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--> Yak-List message posted by: Barry Hancock <radialpower@cox.net>
Excellent! Though, the hard copy does a MUCH better job of photo
illustration and it gives the event and the RPA it's proper feel. I'd
never read Pilot Journal before, but I'm a fan now...
B
On Saturday, October 25, 2003, at 11:58 PM, Yak-List Digest Server wrote:
>
> --> Yak-List message posted by: "Duncan" <Duncan1574@hotmail.com>
>
> http://www.pilotjournal.com/content/2003/novdec/russia.html
>
> Russ "Air Boss" Dycus
> Red Star Pilot's Assoc.
> http://yakpilots.org
Barry Hancock
Director of Operations
Red Stars, Inc.
949.300.5510
www.allredstar.com
"Communism - Lousy Politics, Great Airplanes"
Message 2
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| Subject: | Re: The MAP/LOP/ROP/ROPA-DOPA Debate |
--> Yak-List message posted by: "Walt Lannon" <lannon@look.ca>
Hi Steve;
Sounds like you are doing just fine. With 1100 hrs, clean burn and 12 gph in
cruise I doubt that it gets any better.
I have a couple questions for you:
You mention running at 5.5 and 1900 to 1950 RPM. I don't understand the 5.5.
Does this refer to manifold press. and if so what units? At what altitude?
Has your throttle quadrant been modified to remove the mixture stop on the
throttle?
Thanks;
Walt
> --> Yak-List message posted by: "Steve & Donna Hanshew"
<dhanshew@cinci.rr.com>
>
> For what it's worth. I have operated our CJ close to 11 years on the same
engine, which is fast approaching 1100 TT. It still compresses in the high
70s and drips about as much oil as It did when I started flying it. Shortly
after meeting Randy Webb at a formation clinic in Geneseo, he suggested
running at 5.5 and 1900-1950 with aggressive leaning in cruise. I had always
leaned on the ground just after start up to keep the plugs unloaded, but
never to the extent he suggested at cruise. I had tried to decipher all of
the Chineses gibberish posted on the quadrant and around my cockpit, but I
had about as much success as ordering at Lee Fong's restaurant. I said to
myself, "What the Hell", so I followed Randy's procedures at altitude and
guess what - much improved performance.
>
> I've never had an EGT on the plane, but by using Mr. Webb's gouge I saw
165 on the CHT, 55 on the inlet oil, 95 on the outlet side, and a subsequent
fuel burn of 11.9 gph and what's more, my engine ran on the "sweet spot",
I.e., little to no vibration and stabilized setting that maintained itself.
My goal was to get the fuel burn down and keep the plugs clean. The results
were both. Instead of dropping the plugs every 20 hours I was able to go 50
hours to cleaning and honestly, they weren't all that bad.
>
> When I'm at cruise at, let's say, 6-8000 ft (I'm a lowly Buckeye
flatlander) my mixture is almost at the forward stop coincidental to 5.5 and
1950. So I guess this confirms much of what has been bandied about over the
past week. It is fairly simple, ONCE you figure out the correct procedure. I
guess you could take a kneeboard and 40 gallons of avgas up to altitude and
plot data points all day long and then come down and crunch them in a spread
sheet and make a nifty set of endurance and range charts. In my estimation,
that would be akin to working on a cornplow with a jeweler's hammer.
>
> My experience shows every engine is different, even the ones of the same
block number coming out the door shaft to case. What works on one may not on
another. Each one has a optimal operating peak that, without hamfisting,
will seek itself with some external assistance. There is a little test
flying involved (although I never bothered, because I didn't have the time)
and analytical instruments do help such as EGTs.
>
> Hey, I'm not endorsing what I do, but it works for me.
>
>
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