Today's Message Index:
----------------------
1. 12:45 PM - Re: The MAP/LOP/ROP/ROPA-DOPA Debate (Steve & Donna Hanshew)
2. 06:43 PM - WB Magazine (cpayne@joimail.com)
3. 07:07 PM - EDM-700-9C (Dennis Von Ruden)
4. 07:43 PM - Re: EDM-700-9C (Sam Sax)
5. 09:24 PM - Compton KCPM (jay reiter)
Message 1
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| Subject: | Re: The MAP/LOP/ROP/ROPA-DOPA Debate |
--> Yak-List message posted by: "Steve & Donna Hanshew" <dhanshew@cinci.rr.com>
Yeah Walt,
You're right 550 on the Chinese MAP gauge, and Yes, I removed the mixture
pick-up after one week of ownership. I normally cruise between 5 and 8,000
ft although I'll lean at any altitude to the CHT and oil temps that seem to
provide the best burn. It's not science, just experience and tank monitoring
(i.e., what did I just burn to get this hamburger stand?).
----- Original Message -----
From: "Walt Lannon" <lannon@look.ca>
Subject: Re: Yak-List: 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.
> >
> >
>
>
Message 2
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--> Yak-List message posted by: cpayne@joimail.com
Just (finally) got my Warbirds issue. Great story by Mike
Filucci, feature on Walt Fricke's Staggerwing plus pics of
Lyle Engle's Yak-52, Keith Harbour's CJ-6 and L-39's. Looks
like we finally are getting coverage.
One question; just WHO are those "VIP Yak Pilots Association
personnel" that get hauled around in the "Yak Hack"?? Some
of the "Big Heads"?
Craig Payne
Message 3
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--> Yak-List message posted by: "Dennis Von Ruden" <dvonruden@generalequip.com>
With all the recent discussion pertaining to CHT and EGT instrumentation
for a CJ, I am in the process of installing an EDM-700-9C CHT/EGT
system. This is the unit designed for a 9 cylinder radial engine. For
those who are already flying with this instrumentation system, are there
any field installation and/or operation suggestions or words of wisdom?
I agree the price is not cheap. Thanks.
Dennis Von Ruden
dvonruden@generalequip.com
Message 4
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--> Yak-List message posted by: "Sam Sax" <cd001633@mindspring.com>
Hi Dennis,
I have been flying with this very unit for almost 4 years now - flawless
performance and clearly one of the best instruments (other than the primary)
in the cockpit. I took the plunge ($$) for the fuel flow add-on option and
it is worth every dollar. This unit takes out the guess work for leaning
(Stock CJ engine), fuel consumption and reserve (excluding external fuel
leaks), and lets you know what's going on inside the cylinders.
Operation- simple - study the manual, definitely not rocket science.
As to installation - not as complicated as you think - installation manual
is very clear, just follow instruction carefully. Make certain to measure
twice (and same for each) before drilling the exhaust pipes for the EGT
probes.
You will love this thing!
Sam Sax
Miami, FL
305.215.5599
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com]On Behalf Of Dennis Von Ruden
Subject: Yak-List: EDM-700-9C
--> Yak-List message posted by: "Dennis Von Ruden"
<dvonruden@generalequip.com>
With all the recent discussion pertaining to CHT and EGT instrumentation
for a CJ, I am in the process of installing an EDM-700-9C CHT/EGT
system. This is the unit designed for a 9 cylinder radial engine. For
those who are already flying with this instrumentation system, are there
any field installation and/or operation suggestions or words of wisdom?
I agree the price is not cheap. Thanks.
Dennis Von Ruden
dvonruden@generalequip.com
Message 5
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--> Yak-List message posted by: "jay reiter" <jmreiter@adelphia.net>
We have two CJ's at Compton assembled ready for cert. contact me off list for particulars.
Jay Reiter
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