Bill, I have an on-line copy of the 415-D Aircraft Flight Manual that has data for the C-85 on Page 5. C-75 is on page 4. I also have a newer Univair copy somewhere, but I used the on-line one as my primary reference. Thanks for the ordering information. I'll check with Skyport on getting a copy.
Your thoughts on lean operations are similar to the information the C-120/140 club has posted on leaning the Stromberg. Density altitude is the key, not MSL. As I mentioned, we are re-activating mixture control on my airplane during the tear-down and rebuild, as well as going back to teh foor brake with modified pedal and Skyport STC'ed master cylinder to replace the Piper handbrake. Thanks again, Dave --- In [email protected], William R. Bayne <ercog...@...> wrote: > > > Hi Dave, > > Actually, the 2050 RPM in the 415-D Flight Manual is for the C-75. The > CD also had the C-75, but no Flight Manual. While the CD model > airframe is identical to the 415-D (except for elevator rigging), at > the lighter 1260 Lb. Gross, 415-CD performance figures would be > "better" than those in the D Model Flight Manual. > > Ercoupes were delivered with a special version of the Continental > Operating Manual in addition to the Ercoupe Instruction Manual. While > I eagerly read everything that ERCO published, I also understand that > in the years since 1946 technology and experience have changed the > "best", or most efficient way to operate our little four-bangers. > > I don't believe X-30012 is available as a download. Both Skyport and > Univair sell Continental Manuals. Because of the added information and > the fact that Continental has continued to update their X30012 > Operating Manual over the years, I would urge everyone that operates an > Ercoupe to purchase and become familiar with the information in this > manual. Order from Skyport (part number "CONTOPS"); or from Univair > (part number AC4WM), but verify these as the X-30012 manual. My copy > is February of 1980. If the version currently shipping is later, > please let us know. > > I look to C-90 and 0-200 information in deciding whether cruising at > 2575 RPM is (1) safe in terms of stress and (2) consistent with > achieving TBO in terms of longevity. Good practice in the '40's of not > leaning below 5,000' is, in my opinion, inappropriate considering that > altitude above mean sea level on a standard day is an arbitrary single > meaningless value to an engine whose performance instead relates to > density altitude. With the demise of 80/87 fuel, the adulteration of > auto fuels, and the excess lead content of 100 LL there is much more to > know and to do for the proficient pilot. With EGT probes on each > cylinder, we can now see in "real time" how poor our induction system > is at distributing a uniform fuel/air mixture to our four cylinders; > and how a bit of carb heat can improve such distribution (and > operational efficiency when combined with proper leaning techniques at > appropriate en route cruise altitudes). > > Correction(?): It just dawned on me that those RPMs recently > referenced from page 106 and 107 of the Overhaul Manual (X-30010 of > 2/80) may relate to test cell break-in operations with a test club > instead of a "normal" propeller. > > Regards, > > William R. Bayne > .____|-(o)-}____. > (Copyright 2009) > > -- > > On Nov 19, 2009, at 14:29, bigbrownpi...@... wrote: > > > Bill and everyone, > > > > Since you can't achieve 2575 RPM on the ground doing a static runup, I > > would say the 2050 RPM in the 415-D Flight Manual for the C-85 is a > > more realistic approximation of full throttle. 2000 is just under > > what I can get at static full thottle, and I get around 2150 on the > > runway as the airplane begins its roll; RPM then increases as speed > > increases. But I agree with your analysis, and that it was probably > > related to propeller life as well as engine operating RPM. I just > > don't see the need to do a 2000 RPM run-up to check my mags. > > 1700-1800 should suffice as long as I'm also checking my full throttle > > RPM on the runway and am prepared to reject the takeoff if I'm not > > getting 2100 RPM or above as I start the takeoff roll. Also agree > > that since there is no idle cut-off function for the Stromberg mixture > > control, that is not applicable to engines with the NAS3A1. Just wish > > I had a copy of the 1980 X-30012 document to supplement my X-30010. > > If you have a PDF or know where to download it, I would appreciate it! > > > > Thanks, > > Dave >
