Costas, The 415-D specifications (TCDS A-787) call for additional cooling baffels when converting from a C-75 to a C-85. as far as your cooling problems you might check to see if these are installed. These often help cooling problems on the 415-C and CD. "NOTE 4. Model 415-D eligible for installation of C85-12 or -12F engines provided: (a) Item 1, 3 or 5 propeller or (b) Item 4, 6 or 7 propeller and additional ERCO baffles (P/N 415-40487 left and right; 415-40488, one; 415-40597, two; 415-40598, two) installed. " I also agree that it does not appear that the engine is developing the correct horsepower. I would first check for restrictions or leaks in the intake system - carb and correct venturi. The lack of power and overheating lead me in that direction. Take a miror and look in the carburator throat, be sure the butterfly opens fully. I once had a plane with similar problems and found a "cigarette" from the end of a plug wire had found its way into the carbutetor and has preventing the butterfly from opening fully. Who knows how it got there, no cigarettes were missing. Are you getting any "backfire" That is a sign of a lean mixture or intake leak. Bill
To: [EMAIL PROTECTED]; [EMAIL PROTECTED]; [EMAIL PROTECTED]: [EMAIL PROTECTED]: Mon, 17 Nov 2008 14:46:12 +0000Subject: RE: [ercoupe-tech] Re: Ercoupe flying in Greece - low power, weak climb Bill, all. I recommended to Kostas checking the ventury the be the right size. The ventury is affecting more the power output than the jet setting I would guess. Then again the engine should at least develop 75 hp and drive the 48 pitched prop at least so fast that you cruise at around a 100 MPH. But the engine does not do that either. AND the engine is getting hot - over 200F after a short flight! The problem is somewhere else I guess. Hartmut To: [EMAIL PROTECTED]; [EMAIL PROTECTED]: [EMAIL PROTECTED]: Mon, 17 Nov 2008 08:27:35 -0600Subject: RE: [ercoupe-tech] Re: Ercoupe flying in Greece - low power, weak climb Contenintal Service bulletin M47-16 (the one on converting a C-75 to C-85 and other conversions), shows on page 15 the carb specifications. While the main metering jet is changed from a 46 to a 45 the important change is the venturi which changes from 1-5/16" to 1-3/8". Bill To: [EMAIL PROTECTED]: [EMAIL PROTECTED]: Mon, 17 Nov 2008 14:09:46 +0000Subject: [ercoupe-tech] Re: Ercoupe flying in Greece - low power, weak climb Yes, as I said yesterday, the carb jets are specified by Continental. Don't go experimenting with other sizes, only verify that what you have is correct. Also the point on checking the airspeed indicator is good, make sure the pitot tube is at the proper distant from the wing.If this airplane acted the same way before the overhaul then it has to be a propeller, rigging or indicator problem.Kevin1--- In [email protected], "Ed Burkhead" <[EMAIL PROTECTED]> wrote:>> > > Kostas,> > > > Correct me if I'm wrong, guys, cause I'm not any kind of mechanic. Isn't> part of the change from the C-75 to C-85 is to install a larger main jet.> Could it be that was never done even though Kostas's engine is labeled C-85?> > > > I would not put in a main jet larger than specified by Continental.> > > > Ed> Color coding for safety: Windows Live Hotmail alerts you to suspicious email. Sign up today. Get 5 GB of storage with Windows Live Hotmail. Sign up today. _________________________________________________________________ Stay up to date on your PC, the Web, and your mobile phone with Windows Live http://clk.atdmt.com/MRT/go/119462413/direct/01/
