At 05:35 AM 9/22/99 -0500, Ed Burkhead wrote: >I urge you to get yours reconnected. The mixture control in the >Stromberg carb works just fine if you clean out the carb air passages >and that little plate with the variable sized holes. [You really NEED to >make sure those passages and holes are clean even if you're wired full >rich or you could get unexpected leaning from a clog-up.]
Tell you what. I'll bounce the idea of my A&P who's an Ercoupe guy from 'way back. If he thinks it's a good idea, and is willing to sort it out, I'll give it a try. Realistically, I don't intend to use my Coupe at over 3500 feet very much. I got it to fly low and slow with the top down. But I do have a very nice EGT that someone shoved in there. It's be nice to be able to make it do something. >I tend to stay in the green arc. Then I pull carb heat for half minute >or a minute every 5-10 minutes. I would NOT suggest extended glides at >very low power settings. But, at 2200 rpm at 85-90 mph, the engine is >generating heat and, with the clearing carb heat intervals, I would not >expect any problems. The C85's green arc seems fairly narrow, basically 2000-2350 RPM. I tend to run at about 2250, which keeps the needle on the mechanical tach wiggling from about 2225 to 2275. I have a vernier throttle, so nothing moves but that I move it (debate on merits of vernier throttles to be tabled: I thought I'd hate it but I love it). So my 'mental rule' is that if the RPMs touch the 2200 line on the downward bounce (i.e., they're not confined in the 2200-2300 range) I assume carb ice if I haven't made a pitch change upwards. Flying home from Columbus, I set RPMs 100 RPM lower for a bit. Wanted to see what it would do to the IAS, if anything. Cost just a couple of knots. About 10 minutes later, the tach started bouncing off the 2100 line. I went back to 2250, and ran carb heat for a few minutes, deciding that she if she was happer at 2250, then God bless her, let her have 2250. Greg
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