Shadrach

1967 F Empty Weight:1684lbs Useful load: 1056lbs Fuel Fuel Payload: 672lbs If we'd remove the old remote compass, ADF and some other crap, we could break 700lbs for payload.

My MX manual for a C,E,F,G calls for MIL-G-7711 (AS#6) or MIL-G-81322 (AS#22)... I just keep #6 and #5 around. #6 for the airframe and prop and #5 for the wheel bearings.

Quote: testwest

Quote: Skywarrior Quote: Shadrach "CHTs will tell the story as OATs will not be warm enough to not mask what's going on in the combustion chamber..." FIFY. Chuck M.

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My peak EGT will only top 1500 down low or on cold high pressure days. As I said, I am almost always WOT unless descending. I fly LOP over peak under 5000 because I can develop plenty of power and keep CHTs low and best BSFC is achievable at good speeds. My stock F model will run 145kts+ LOP at 4500 to 7500 and a little faster down low.

Quote: Magnum

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Dave, that totally sucks. Why would the fact that the hydraulic flaps share the reservoir cause an issue? Hopefully Paul can get you squared away. Do the logs not show who did the install???

Quote: testwest Ross is mostly correct. At that power you need to be either 250 degF ROP or 80 degF LOP to be out of the red box. JimR, you are correct that 80degF ROP is max power, but it is also in the dead center of the red box when above 90% power. At that power and mixture you may eventually build up enough heat in the cylinders to cause detonation. It certainly is hard on the engine....

That's the kind of "U" shaped lock I was talking about.

Quote: Tom_Veatch Not necessarily. If I understand it correctly, the exhaust gas in an LOP operating mode would be an oxidizing environment with excess oxygen in the flow. In an ROP mode, the exhaust would be a reducing environment with insufficient oxygen for complete combustion. That could have a different effect on downstream components. Don't know enough about the chemistry to say it would, but the possibility exists.

Clean and wax it. Remove step. Only carry enough fuel for the race, plus reserves. Strap a ballast weight in the rear most area of the baggage compartment. The goal is to be as light as possible with as far aft CG as possible. I'd run the engine WOT 50-60 LOP adjusting to maintain 380df or less. Do a test flight to see how the bird responds to RPM changes as you may not see a huge benefit from running at redline. Alternately, you could run 250ROP and make adjustments from there. 80ROP is a poor idea... The power curve is so flat ROP that "the abuse to speed benefit ratio is minimal and at low altitude your CHTs will shoot through the roof at 80ROP at high power. Fly low, fly fast, and very importantly, fly as straight/direct as possible to each check point! Good luck!!