---------------------------------------------------------- Yak-List Digest Archive --- Total Messages Posted Sun 10/26/03: 2 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 03:02 PM - Rag article (Barry Hancock) 2. 06:36 PM - Re: The MAP/LOP/ROP/ROPA-DOPA Debate (Walt Lannon) ________________________________ Message 1 _____________________________________ Time: 03:02:36 PM PST US Subject: Yak-List: Rag article From: Barry Hancock --> Yak-List message posted by: Barry Hancock 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" > > 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 _____________________________________ Time: 06:36:19 PM PST US From: "Walt Lannon" Subject: Re: Yak-List: The MAP/LOP/ROP/ROPA-DOPA Debate --> Yak-List message posted by: "Walt Lannon" 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" > > 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. > >