Matronics Email Lists :: View topic

Matronics Email Lists
Web Forum Interface to the Matronics Email Lists

Get Email Distribution Too! FAQ Search Memberlist Usergroups Register

Profile Log in to check your private messages Log in

CJ Power Options

Matronics Email Lists Forum Index -> Yak-List

View previous topic :: View next topic

Author Message

cpayne(at)joimail.com
Guest

Posted: Tue Jan 16, 2007 2:41 pm Post subject: CJ Power Options

As M-14P prices rise with the Euro v. USD, I wonder how a Chevy V-8 would perform under a custom cowl, pulling along a CJ behing an MT prop? Prices are as cheap as M-14P's were a few years ago, even with a reduction drive. Weight is in the ballpark, just the Sound of Round is replaced with the wail of an LS-7 426 HP Chevy winding up.

  

 Wouldn't help a Yak though; perhaps John Deere has something appropriate :>)

  

  

 Craig Payne

 cpayne(at)joimail.com (cpayne(at)joimail.com)

  

  

 

  [quote][b]

ben(at)designselect.net
Guest

Posted: Tue Jan 16, 2007 3:12 pm Post subject: CJ Power Options

The M-14P is a very inexpensive power plant!  I don’t know of any radial engine that sells for less than the M-14P.  Come to think of it.  I don’t think there is a 360 horsepower aircraft engine that sells for less.  Why fool around with a know winner that is a hell of a value?  

   

M-14ps, Collect’m Trade’m!  

   

Marsh  

         

  

From: owner-yak-list-server(at)matronics.com [mailto:owner-yak-list-server(at)matronics.com] On Behalf Of Craig Payne

 Sent: Tuesday, January 16, 2007 2:41 PM

 To: yak-list

 Subject: CJ Power Options  

  

     

As M-14P prices rise with the Euro v. USD, I wonder how a Chevy V-8 would perform under a custom cowl, pulling along a CJ behing an MT prop? Prices are as cheap as M-14P's were a few years ago, even with a reduction drive. Weight is in the ballpark, just the Sound of Round is replaced with the wail of an LS-7 426 HP Chevy winding up.  

    

   

    

Wouldn't help a Yak though; perhaps John Deere has something appropriate :>)  

    

   

    

   

    

Craig Payne  

    

cpayne(at)joimail.com (cpayne(at)joimail.com)  

    

   

    

   

   	  Quote: 	
		    http://www.matronics.com/Navigator?Yak-List 	
0 	  Quote: 	
		   	
1 	  Quote: 	
		   	
2 	  Quote: 	
		   	
3 	  Quote: 	
		   	
4

        [quote][b]

viperdoc(at)mindspring.co
Guest

Posted: Tue Jan 16, 2007 8:19 pm Post subject: CJ Power Options

Don't need any help. It came with a strong engine and we did not have to change out a 260 to get it! Now if you want real performance saddle up a YAK-50. The 50 will fly circles around that  M-14 equiped CJ on just 10 gal/hour! So, bring that super CJ and come turn with us (50 drivers). 

 Doc

  

 



  

 [quote] ---

JBernier(at)dart.org
Guest

Posted: Wed Jan 17, 2007 7:12 am Post subject: CJ Power Options

Craig

A friend, Carl Fratus,  built a biplane using a Chevy 400 ci / 400 hp with reduction gearing. He had a difficult time finding the correct prop for it. Never did work out. When the HS6A became available and cheap he bought one with prop from Marcus Bates. Placed it on his homebuilt and for the first time it flew great. It you wish to pursue the chevy approach contact Marcus Bates Jr. He can get you started and then some. He was a good friend of Carl Fratus.



Jim B



 	  Quote: 	
		  >> cpayne(at)joimail.com 1/16/2007 4:40 PM >>>

As M-14P prices rise with the Euro v. USD, I wonder how a Chevy V-8 would perform under a custom cowl, pulling along a CJ behing an MT prop? Prices are as cheap as M-14P's were a few years ago, even with a reduction drive. Weight is in the ballpark, just the Sound of Round is replaced with the wail of an LS-7 426 HP Chevy winding up.
	




Wouldn't help a Yak though; perhaps John Deere has something appropriate :>)

Craig Payne

cpayne(at)joimail.com

mark.bitterlich(at)navy.m
Guest

Posted: Wed Jan 17, 2007 1:42 pm Post subject: CJ Power Options

TEN GALLONS AN HOUR?  



Doc, I agree with most things you say... But umm....   



Maybe there is something wrong with my 50.  

Mark



P.s.  Agreed that is there is not much that will turn with a 50.  My

buddy in a Cirrus 22 tried it the other day... All he could do was tuck

and run.  

 



--

viperdoc(at)mindspring.co
Guest

Posted: Wed Jan 17, 2007 2:17 pm Post subject: CJ Power Options

No kidding!

10 to 10.5 gph at 65% and 600 mmHg

11-12 gph (at) 70% and 700 mmHG

Have not check the fuel in the tanks after flying 1 hour (at) 80% and 800mmHg.

But, the last time I flew part of the profile at 80% and 800 mmHg for about

20 min doing acro then broke it of to do a river run. I landed after an

hour and put 16 gallons in. I have yet to see more that 16 gallons in an

hour. I have not taken her cross country yet so I do not know what that

burn would be. 

Dennis Savarese gripes about my fuel burn everytime we fly formation

togather.

Don't have to believe me, Dennis and a couple of other guys that fly Yaks

with me will all testify to that.

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: 1/17/2007 4:00:19 PM

 Subject: RE: CJ Power Options



 

MALS-14 64E" <mark.bitterlich(at)navy.mil>
	


[quote]

 TEN GALLONS AN HOUR?  



 Doc, I agree with most things you say... But umm....   



 Maybe there is something wrong with my 50.  

 Mark



 P.s.  Agreed that is there is not much that will turn with a 50.  My

 buddy in a Cirrus 22 tried it the other day... All he could do was tuck

 and run.  

  



 --

mark.bitterlich(at)navy.m
Guest

Posted: Wed Jan 17, 2007 3:41 pm Post subject: CJ Power Options

Like I said, I believe everything you have said.... 



You have an M-14 that burns less than any other I have ever had

experience with.  Which makes me wonder if it just might be running a

little lean!    



I do envy those numbers though... Make no mistake!  



Mark

 



 	  Quote: 	
		  CONFIDENTIALITY NOTICE:  This e-mail message, including any

attachments, is for the sole use of the intended recipient(s) and may
	


contain information, which is confidential to, and/or priviledge in

favor of NATEC and its affiliates or customers.  If you are not the

intended recipient, please contact the sender by reply e-mail and

destroy all copies of the original message and any attachments.  Thank

you.

 	  Quote: 	
		  




	


--

david(at)mcgirt.net
Guest

Posted: Wed Jan 17, 2007 6:52 pm Post subject: CJ Power Options

Haha.. those bombs on his wings are about 1gal/hr speed breaks.. hehe



But lets be honest, you do not fly round engines to save gas, nor do you fly

a Yak to go fast..  go get a Mooney if you want that stuff.. 



--

viperdoc(at)mindspring.co
Guest

Posted: Wed Jan 17, 2007 8:13 pm Post subject: CJ Power Options

Mark,

She's not running lean. The stacks are more blackish gray. The cylinder

head temps are in the green 160-170's at 70% , 180's (at) 80%. We just did the

auto plug and racing wire conversion. If she was running lean, my cylinder

head temps would be running higher. These temps were recorded on  days the

were 75-78 degrees here in the southeast receintly. 

This engines sips fuel. I have the fuel slips to prove it. It was rebuilt

at Shakety in 2004 before being shipped over here. Fuel pressure is set at

0.4. I have not done anything else to this engine. I did replace the fuel

lines because of the flapper that obstructed the fine fuel filter in the

carb causing the engine to flame out at 50 feet on take off about 4 months

ago.

I flew an hour and 20 minutes the other day and burned 17 gallons. The

majority of the flight was at 2500 ft, 65% and 600 mmHg indicating 138 kts.

I did some 360's over the farm on a aerial photo sortie then RTB'd to 08A

deviating over Russell to make some low approaches near Talon's/ Tim's

hanger two Saturdays ago. No, I did not have the power pushed up except

when doing the low approaches. I was more interested in getting the photo's

back onto the computer to setup a recon. This being to setup a stalk on a

huge gray ghost buck that has smartly setup his lyre so he can scent check

does going to a green field and control the high ground observing

everything that approaches from the creek bottoms. So after saying all

that, I was not pushing my 50 at all. Well except when I decided to harass

Tim and Talon while they were putting Talon's 52TW back togather! 

As Talon said, we are not flying YAK's to save fuel nor are we flying them

to go fast just as the song goes, "Just want to have some fun". Yeah I

know, it really goes girls just want to have some fun. Whatever...these

YAKs are alot of fun!



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: 1/17/2007 5:57:37 PM

 Subject: RE: CJ Power Options



 

MALS-14 64E" <mark.bitterlich(at)navy.mil>
	


[quote]

 Like I said, I believe everything you have said.... 



 You have an M-14 that burns less than any other I have ever had

 experience with.  Which makes me wonder if it just might be running a

 little lean!    



 I do envy those numbers though... Make no mistake!  



 Mark

  



 >CONFIDENTIALITY NOTICE:  This e-mail message, including any

 attachments, is for the sole use of the intended recipient(s) and may

 contain information, which is confidential to, and/or priviledge in

 favor of NATEC and its affiliates or customers.  If you are not the

 intended recipient, please contact the sender by reply e-mail and

 destroy all copies of the original message and any attachments.  Thank

 you.

 >

 >



 --

mark.bitterlich(at)navy.m
Guest

Posted: Thu Jan 18, 2007 12:55 pm Post subject: CJ Power Options

Weeeellllll....  You're right.... More or less.    



But..... I have to say that I am pretty darn happy with the speed of my

50, but I also admit that I ignore the "recommended power settings" and

typically "cruise" between 80 and even 85 per cent.  Time will tell

whether I "abused" the engine or not, but I am passing 700 hours now

with no major issues.  When I cruised at 70%, I started having lead

deposits form on the exhaust valves.  Anyway.... I don't think 160 knots

or so is slow... But speed is all a matter of perspective I guess.  



Speaking of speed.... I see the listed top speed for the YAK-52TW as 200

MPH at WOT.  I find that hard to believe.  I wonder if a TW owner might

jump in and verify that speed or tell the truth.  Either/Or  



Mark Bitterlich 

N50YK

   



--

mark.bitterlich(at)navy.m
Guest

Posted: Thu Jan 18, 2007 12:58 pm Post subject: CJ Power Options

DOC!  I believe you!  



I just can't quite figure out why there is such a wide variation between

aircraft. 



Mark 



P.s.  Sounds like you had fun!   

--

L39parts(at)hotmail.com
Guest

Posted: Thu Jan 18, 2007 9:48 pm Post subject: CJ Power Options

The 426 HP chevy engine you mention will not produce 426  HP for very long.  It only takes a fraction of that horsepower to cruise at  90 MPH in a 'vette.  If you put the engine on a dyno and load it to 426 HP  and come back in 200 hours you'll find a puddle of metal where your engine used  to be.  Truck engines work at a much higher percent of rated power, as do  industrial engines.  Those engines weigh too much to fly though.   That, in a nutshell, is why auto engine conversions are so problematic for  airplanes.

 [quote]   ---

Display posts from previous:

	Matronics Email Lists Forum Index -> Yak-List	All times are GMT - 8 Hours
Page 1 of 1

Jump to:

You cannot post new topics in this forum
You cannot reply to topics in this forum
You cannot edit your posts in this forum
You cannot delete your posts in this forum
You cannot vote in polls in this forum
You cannot attach files in this forum
You can download files in this forum