Fellow BCP'ers,

Now that I have my 182 back from the engine rebuild I was wondering why you fellow PPonk drivers are running for typical cruise settings?

Not P-Ponk specific, but I assume you were given some instructions by your engine folks about breaking in the new engine. That usually means flying it at much higher power settings than you'll do later. Once that's done (probably 25 hours of high power settings), then I don't know why you'd fly it any different from how you flew it before, which I'm guessing was probably between 21" and 24" MP depending on altitude and about 2400 rpm.

Cary

You should have got that information along with the STC, the beauty of which is it will include corresponding fuel burns, or at least a starting point for finding out what will suit you, and your engine. Mine prefers pretty slow prop speeds with the MT on it typically 2200 and 23". With the C66 it liked 2350 and whatever I could get. Great engines!

Take care, Rob

2300 RPM and whatever I can get in MP seems to be the best.

Documentation seemed a little light so I turn to the BCP knowledge bank.

Most of these installations will have one particular RPM that is smoothest. For our C66 it was 2200, now with a 401 it is 2450-2500.

Down low if in a hurry, 23" MP (14.5 GPH). Sightseeing, 20" or so.

Up high I bring back the throttle until I just begin to see the MP change ever so slightly, then lean. Seems to lean more evenly that way. Last week at 9500' was burning about 12 GPH.

On climb out I'll go full throttle and full RPM until 400-600agl then I add full carb heat to drop the EGT below 1500* then back the rpm down to about 2500 rpm. When I get to cruse I'll bring the rpm back to 2350-2400 rpm and pull the mp back to 19" leave the carb heat on and lean it under 1500* usually 1450* target and that gets me around 11-11.8 GPH burn at 145 MPH true.

According to Steve Knopp do it in that order rpm, mp then lean. I think whom ever worked my carb didn't open the jet rich enough because EGTs get real hot on climb out power unless I use carb heat.

I'd give Steve a call and ask him. Afterall, it's his STC and he's the one that's going to be called if you're having a problem. He's a great guy and very knowledgeable! The number should be somewhere in the STC paperwork.
JH

Glidergeek wrote: I think whom ever worked my carb didn't open the jet rich enough because EGTs get real hot on climb out power unless I use carb heat.

Good point to bring up. This has been the case with both the Ponkd 180 I'm in now and the Ponkd C305 I flew before. Engines came from two different builders, but both top notch.

Rob wrote:You should have got that information along with the STC, the beauty of which is it will include corresponding fuel burns, or at least a starting point for finding out what will suit you, and your engine. Mine prefers pretty slow prop speeds with the MT on it typically 2200 and 23". With the C66 it liked 2350 and whatever I could get. Great engines!

Take care, Rob

Why is that do you suppose. I assume you mean that is where it is the smoothest? Mine likes 2200 as well.