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HawkerPilot2015
Joined: 10 Jan 2006
Posts: 503
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 Posted: Mon Aug 14, 2006 9:26 am Post subject: Operational questions... |
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I have started flying my airplane (Yak-50) on more cross countries and have been using the published numbers for cruise and so on. I was wondering what everyone is using and what kind of numbers those settings are giving you. Also, what is a good altitude. I normally fly less than 200nm.
One more question. What is your normal start RPM? Mine is creeping again..
Thanks in advance..
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viperdoc(at)mindspring.co
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| Posted: Mon Aug 14, 2006 11:18 am Post subject: Operational questions... |
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Tim,
For nominal cruise, I am using the same power settings as the 52. 65% and
700 mmHg. With that I am seeing 240 kmph. To play with the 52's, I have to
pull back to 62% and 600 mmHg. That gives me 220 kmph.
I start with the advance opened by somewhere less than a 1/4. Wam up is at
40%. Mine fluctuates between 40%. I do see the usual "twitching" of the
Tach needle but not a creaping up. Have you checked the resistance in the
throttle quadrant? Has you tension loosened up. Sorry..I'm blanking the
term for that knob that tightens or loosens the tension in the throttle
levers???
Doc
| Quote: | [Original Message]
From: Tim Gagnon <NiftyYak50(at)msn.com>
To: <yak-list(at)matronics.com>
Date: 8/14/2006 12:38:09 PM
Subject: Operational questions...
I have started flying my airplane (Yak-50) on more cross countries and
have been using the published numbers for cruise and so on. I was wondering
|
what everyone is using and what kind of numbers those settings are giving
you. Also, what is a good altitude. I normally fly less than 200nm.
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mark.bitterlich(at)navy.m
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| Posted: Mon Aug 14, 2006 11:45 am Post subject: Operational questions... |
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Friction Lock. 
Just for the record I am at the opposite side of the spectrum (what else
is new?). I run the M-14P hard. I used to baby it along at 65% or so,
and put-put-put my way across the country. That was until I started
having serious problems with leading on the exhaust valve, Marvel
Mystery Oil or NOT!
I then changed my tactics. I now run 80% to 85% on a regular basis.
RARELY lower than that. Throttle is pulled back on a cross country to
JUST the point where I see the manifold pressure gage move at all. This
takes the carb off the enriching circuit and saves you fuel with no
significant power loss. I see about 155-160 knots at this setting
depending a lot on outside air temp, altitude, etc. I also change the
oil a LOT... About every 20 hours if possible. NEVER more than 40
hours.
I have run the engine this way for the last 300 or so hours. I now have
just near 700 hours in the engine, and I have one cylinder with
compression that is not perfect. It is about 80/73. The rest are 80/76
or higher.
I believe that with really careful management of cylinder head temps
(shutter position, etc) you can run very low power settings. However,
if you let the engine run too cool with real low power settings, you are
doing it a real disservice.
Mark
--
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viperdoc(at)mindspring.co
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| Posted: Mon Aug 14, 2006 1:11 pm Post subject: Operational questions... |
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Mark,
Thanks...having brain lock today... something about the fenzy leading up to
my son's wedding and Bridezilla!
Using the 80% and 800 mmHg manifold pressure, what are you seeing for fuel
consumption on XC's?
Doc
| Quote: | [Original Message]
From: Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E
<mark.bitterlich(at)navy.mil>
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| Quote: | To: <yak-list(at)matronics.com>
Date: 8/14/2006 2:51:23 PM
Subject: RE: Operational questions...
MALS-14 64E" <mark.bitterlich(at)navy.mil>
|
[quote]
Friction Lock.
Just for the record I am at the opposite side of the spectrum (what else
is new?). I run the M-14P hard. I used to baby it along at 65% or so,
and put-put-put my way across the country. That was until I started
having serious problems with leading on the exhaust valve, Marvel
Mystery Oil or NOT!
I then changed my tactics. I now run 80% to 85% on a regular basis.
RARELY lower than that. Throttle is pulled back on a cross country to
JUST the point where I see the manifold pressure gage move at all. This
takes the carb off the enriching circuit and saves you fuel with no
significant power loss. I see about 155-160 knots at this setting
depending a lot on outside air temp, altitude, etc. I also change the
oil a LOT... About every 20 hours if possible. NEVER more than 40
hours.
I have run the engine this way for the last 300 or so hours. I now have
just near 700 hours in the engine, and I have one cylinder with
compression that is not perfect. It is about 80/73. The rest are 80/76
or higher.
I believe that with really careful management of cylinder head temps
(shutter position, etc) you can run very low power settings. However,
if you let the engine run too cool with real low power settings, you are
doing it a real disservice.
Mark
--
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Barry Hancock
Joined: 22 Feb 2006
Posts: 53
Location: Chino, CA
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| Posted: Tue Aug 15, 2006 8:38 am Post subject: Operational questions... |
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On Aug 14, 2006, at 11:58 PM, Yak-List Digest Server wrote:
| Quote: |
Time: 12:18:45 PM PST US
From: "Roger Kemp" <viperdoc(at)mindspring.com (viperdoc(at)mindspring.com)>
Subject: RE: Operational questions...
--> Yak-List message posted by: "Roger Kemp" <viperdoc(at)mindspring.com (viperdoc(at)mindspring.com)>
Tim,
For nominal cruise, I am using the same power settings as the 52. 65% and
700 mmHg. With that I am seeing 240 kmph. To play with the 52's, I have to
pull back to 62% and 600 mmHg. That gives me 220 kmph. |
Doc, don't forget, that's with one mag off...  -
| Quote: |
I start with the advance opened by somewhere less than a 1/4. Wam up is at
40%. Mine fluctuates between 40%. I do see the usual "twitching" of the
Tach needle but not a creaping up. Have you checked the resistance in the
throttle quadrant? Has you tension loosened up. Sorry..I'm blanking the
term for that knob that tightens or loosens the tension in the throttle
levers??? |
It has been my across the board experience with the various radials that I've flown that as the engine comes to life and warms up that the RPM will increase fairly consistently over the course of the first couple of minutes. As plugs clean and temps rise, the burn is more complete and thus requires a lower amount of fuel for the same RPM...
Barry
[quote][b]
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_________________
Barry Hancock
Worldwide Warbirds, Inc.
www.worldwidewarbirds.com
www.cj6.com |
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mark.bitterlich(at)navy.m
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| Posted: Tue Aug 15, 2006 9:41 am Post subject: Operational questions... |
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I don't usually get 800 mmHg on cross countries, because I typically fly
above 7500 feet. I usually hang out between 7 and 12 thousand. I do
not have a fuel flow gage, but over a very well known route that takes
me an hour and 10 minutes, I burn about 18 or 19 gallons. I can pull it
way back and get MUCH better than that... But I also am in the air
longer and end up burning almost exactly the same amount of gas to get
where I am going. In other words, from about 60% to slightly below 80%,
you really do not save anything by pulling back. Once you go over 80%
though, the line is no longer linear. I.E., The speed gain is not equal
to the increase in fuel burn. I never... EVER cruise below 75% unless
I am simply boring holes in the sky and want to open the canopy all the
way while day dreaming, and I rarely ever go over 85% Doing aerobatics
though, I run about 98% the whole time. Yeah, I know all about the
posted limitations... I also know that every Russian pilot flies these
engines wide smack open during acro, and their engines do NOT fail, and
they are pushing the PF models to around 102%.
Recently coming back from Florida with a bad headwind, I had to stay
low, and at 85% and full throttle (near 800 mmHg) my fuel burn was very
high.. About 23 GPH I would guess.
Mark
--
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viperdoc(at)mindspring.co
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viperdoc(at)mindspring.co
Guest
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| Posted: Tue Aug 15, 2006 12:01 pm Post subject: Operational questions... |
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Ok, Thanks. I need to get a fuel flow meter installed then. My 50 fuel
gauge is really a 52 gauge and is not reliable. I that at 65% and 700 mmHG
I am burning 10.5 gal/hr and showing 140 kts on the GPS.
Guess LoPreistie is right. Life is to short to go slow. And it keeps your
plugs clean too! So I'll try the 80% and 750-780 mmHG to see what I get
after an hour of flying.
Doc
| Quote: | [Original Message]
From: Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E
<mark.bitterlich(at)navy.mil>
|
| Quote: | To: <yak-list(at)matronics.com>
Date: 8/15/2006 12:59:45 PM
Subject: RE: Operational questions...
MALS-14 64E" <mark.bitterlich(at)navy.mil>
|
[quote]
I don't usually get 800 mmHg on cross countries, because I typically fly
above 7500 feet. I usually hang out between 7 and 12 thousand. I do
not have a fuel flow gage, but over a very well known route that takes
me an hour and 10 minutes, I burn about 18 or 19 gallons. I can pull it
way back and get MUCH better than that... But I also am in the air
longer and end up burning almost exactly the same amount of gas to get
where I am going. In other words, from about 60% to slightly below 80%,
you really do not save anything by pulling back. Once you go over 80%
though, the line is no longer linear. I.E., The speed gain is not equal
to the increase in fuel burn. I never... EVER cruise below 75% unless
I am simply boring holes in the sky and want to open the canopy all the
way while day dreaming, and I rarely ever go over 85% Doing aerobatics
though, I run about 98% the whole time. Yeah, I know all about the
posted limitations... I also know that every Russian pilot flies these
engines wide smack open during acro, and their engines do NOT fail, and
they are pushing the PF models to around 102%.
Recently coming back from Florida with a bad headwind, I had to stay
low, and at 85% and full throttle (near 800 mmHg) my fuel burn was very
high.. About 23 GPH I would guess.
Mark
--
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cpayne(at)joimail.com
Guest
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| Posted: Wed Aug 16, 2006 3:28 am Post subject: Operational questions... |
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--> Yak-List message posted by: "Bitterlich, Mark G CIV Det Cherry Point, > MALS-14 64E" <mark.bitterlich(at)navy.mil> ([email][/email])
>
> .......I burn about 18 or 19 gallons. I can pull it
> way back and get MUCH better than that... But I also am in the air
> longer and end up burning almost exactly the same amount of gas to get
> where I am going. In other words, from about 60% to slightly below 80%,
> you really do not save anything by pulling back. Once you go over 80%
> though, the line is no longer linear. I.E., The speed gain is not equal
> to the increase in fuel burn.
Ah ha! So the Yak 50 has a "flat spot" in the MPG curve also. This is something I didn't verify on the CJ until I coupled the GPS to the fuel flow guage. In order to burn less fuel for a given trip I have to set Cruise II or under. To run cleanly for prolonged legs, I leaned out my carb mid-range and use a hotter spark plug.
On take off, I'll hold 100% until pattern altitude and use about 85% to altitude. just to clean the engine out some. About once an hour or so, I'll push power up for a few minutes.
Craig Payne
cpayne(at)joimail.com (cpayne(at)joimail.com)
[quote][b]
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