Thanks John. FYI, (I may have put this info in the forum already, I forget) I'm getting new ECI Titan nickel cylinders installed. Also new fuel lines, scat tubing, and baffling are the major replacement items. I also took the main landing gear apart, cleaned out the oleo struts (where did they get that name?), replaced the o-ring and fluid. The rubber shock pads were in good shape thank goodness, because removing that snap ring appeared to be a mechanic's dexterity test. When putting new rubber pads in, you would have to compress the assembly to get the snap ring installed. Compressing that assembly in a simple garage "H" frame press seemed a little hairy to me, because the bottom of it is only the female clevis which may slip as you apply pressure. So I fabricated a simple male clevis with a large base which someday will come in handy when replacing the rubber shock pads. Has anyone ever come up with a tool to remove the snap ring? ----- Original Message ----- From: "John Cooper" <[email protected]> To: "c d gundy" <[email protected]> Sent: Monday, January 5, 2009 11:29:15 AM GMT -05:00 US/Canada Eastern Subject: RE: power curve Good question. I think, in the world of fixed pitch props there is no simple answer. It depends on the prop pitch. The speed at which it takes the least amount of power to maintain is very close to the best glide (time) speed. This may not be the same speed as you’d achieve at the best torque RPM, and it may not result in good “mileage” if you’re not covering any ground. (Headwinds enter into the equation too.) HP curves are in the Continental Operator’s manual and also in the Overhaul manual. Torque can be calculated from HP and RPM. The BSFC curves are also there. John Cooper Skyport Services 4996 Delaware Tnpk Rensselaerville , NY 12147 518 797-3064 www.skyportservices.net From: [email protected] [mailto:[email protected]] Sent: Saturday, January 03, 2009 11:17 PM To: John Cooper Subject: Re: power curve You mentioned power curve...Is there a graph or chart which shows what the power curve is for a C85? Doesn't it make sense to run the engine at the rpm which develops the most torque, assuming of course, it's within the realm of flight? As usual, there's probably a lot more to getting the most efficiency from your engine then one simple number (like best point in the power curve). Perhaps I should ask a more pointed question, does knowing the rpm at which the engine develops the most torque, have any bearing on getting the most miles per gallon? Darick ----- Original Message ----- From: "John Cooper" <[email protected]> To: "ercoupe tech" <[email protected]> Sent: Tuesday, December 9, 2008 9:56:10 AM GMT -05:00 US/Canada Eastern Subject: RE: [ercoupe-tech] Re: Several Questions. >>When you do the stc may be there should be a change too. I have a parts manual for the stromberg, I'll see if I can find jets for a 0-200<< Mark et al: The O200 crank STC is simply an alternate replacement part(s) - crank, rods and pistons. There are no other changes. The engine remains a C85 and the carb choice is restricted to a carb certified for a C85. I have worked on a dozen or so of these engines and not run across any significant mixture issues. There is no certified Stromberg for an O200. Closest you'll get is the C90, but the power curve is significantly different. John Cooper Skyport Services 4996 Delaware Tnpk Rensselaerville, NY 12147 518 797-3064 www.skyportservices.net
