New here, hello and looking for advice on my options.
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- MAU MAU
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I am usually pretty aggressive on leaning the engine even on the ground.st8cop166 wrote:Holy moley. I need to get some lessons from you on squeezing 5.8 out of mine. I have the CS but 8.8 is the best I can get. I guess I need to play around with it some more. It could be I'm running on more power though.
I use the JPI EDM-730 and a JPI Fuel Scan 450 utilizing two (2) separate fuel transducers and they both read the same regardless of power setting.
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MXT-7-180A Comet
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- aero101
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At 2400 RPM I do about 8.5 to 8.8 GPH and around 2100 RPM I see around 5 to 5.5 GPH so we're pretty close to Mau Mau. That's leaned about 50F rich of lean on the EI Engine monitor... I highly recommend a multi cyl egt to monitor as there can be a pretty good spread in egt's until you get it near lean at which point mine tends to tighten up tolerances between cylinders...
Jim
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I really like 180 horse engines. It is easy to be led towards more power, yesterday I was almost convinced I need something with a 540, but I really do not want one.
Nose gear models are out for me, I LOVE flying taildraggers and I have been told I am not too bad at it so far.
I really like what I see for fuel burn on the 180 HP aircraft, and I like the purchase price, less overhaul cost and lighter weight.
Anyone have a Mogas STC? Where I live there are a couple places selling non-ethanol fuel, even 93 octane non-ethanol because we have a lot of boats here.
Nose gear models are out for me, I LOVE flying taildraggers and I have been told I am not too bad at it so far.
I really like what I see for fuel burn on the 180 HP aircraft, and I like the purchase price, less overhaul cost and lighter weight.
Anyone have a Mogas STC? Where I live there are a couple places selling non-ethanol fuel, even 93 octane non-ethanol because we have a lot of boats here.
- andy
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I've owned a 180hp 1986 MX-7-180 for 15 years. I get 8.5 - 10.0 gph depending on how much of a hurry I'm in. With bigger tires and unfaired ABW HD gear legs it's pretty draggy. Fuel burn goes up a lot faster than airspeed when I increase power, so I target 100 mph for cruise airspeed. I have the short-wing (30'10") version. Takeoff and climb in high density altitude conditions or when heavily loaded is when I wish I had an IO-540 and universal wing (32'9"). The 180 hp engines also vibrate more and are more prone to exhaust system cracking.
I love my 180hp but I think a fuel injected 235hp would be better for my missions.
I love my 180hp but I think a fuel injected 235hp would be better for my missions.
Andy
1986 MX7-180
1986 MX7-180
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Last edited by MauleWacko on Wed Apr 30, 2014 7:34 pm, edited 1 time in total.
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I spent the past 10 years or so flying Bonanza's thought they were the greatest light airplane money could buy, I kept mine at a 1200' strip and could cruise at 155kts at 47lph, then I bought the Maule up until recently (Mule), after I let it kick me a few times we became friends. After flying the Bonanza out of tight strips I was convinced that horsepower was my friend and so I bought an m5 235, if I turned the camera around you would see the huge grin on my face every time I open the tap.
- BamaMaule
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I have the STC and use Mogas. I usually mix it with 100LL but religiously filter and check each batch for alcohol. I like saving money at the pump but of equal concern to me was the future (or future price) of 100LL.DavidB. wrote: Anyone have a Mogas STC? Where I live there are a couple places selling non-ethanol fuel, even 93 octane non-ethanol because we have a lot of boats here.
Greg
1980 M5-180C
1980 M5-180C
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Well let me throw in a good word for those orphan Franklin engines 220pulls my m4 along at 115 to120 kits burning around 10 gph. I can pull it back to 8 gph and get around 100 kits. I have a little better power to weight ratio over the m5 235 but the short wing may counter any t/o landing performance. I don't have enough time in the other models to speak with any authority. I will say the Franklin is smooth and I do love the performance I have. Good hunting the Maule is a great plane and the guys here are always willing to help.
Kirk Johnson
If god had meant man to fly he would have given him more money
If god had meant man to fly he would have given him more money
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The ability to run Mogas was a big factor in my choosing the 180. I have not done the STC because it's pretty pricey and Mogas not contaminated with alcohol is hard to find nowadays.
If I'm just flying to be flying (a worthwhile activity, BTW ) I dial it back to 2,100 RPM and lean to peak. It burns maybe 6 GPH like this but you are not going anywhere.
On days I'm flying just to fly, no need to go fast and burn money.
If I'm travelling, I run 65-75% and try to run at peak if the EGT's will stay below 380. Like this I get maybe 8-8.5 GPH at maybe 110 knots.
If it's hot and I need to burn more fuel to keep the cylinders cool it's maybe 9 GPH or so.
I flightplan for 10 GPH so I never have to get out and push.
If I'm just flying to be flying (a worthwhile activity, BTW ) I dial it back to 2,100 RPM and lean to peak. It burns maybe 6 GPH like this but you are not going anywhere.
On days I'm flying just to fly, no need to go fast and burn money.
If I'm travelling, I run 65-75% and try to run at peak if the EGT's will stay below 380. Like this I get maybe 8-8.5 GPH at maybe 110 knots.
If it's hot and I need to burn more fuel to keep the cylinders cool it's maybe 9 GPH or so.
I flightplan for 10 GPH so I never have to get out and push.
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- Maulehigh
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As we're talking performance figures of 180HP types, at 23" / 2300 (not sure what % that equates to) I see 115kts IAS and flight plan at 9GPH.
I am only 5'6", relatively light and usually fly with my small (4-year old) son and full inbd tanks, so way under gross, but usually see between 1000-1500 FPM climb rate (SL - 2000') in a short-wing (30'10"), 180HP MX-7. I never worry about runway length as most strips here are over 1000 ft and I know we can easily get into / out of those.
I would be interested to see which has more performance (climb and cruise), an MX-7-180B with universal wing or a MX-7-235 with short wings. Anybody have experience to share?
I am only 5'6", relatively light and usually fly with my small (4-year old) son and full inbd tanks, so way under gross, but usually see between 1000-1500 FPM climb rate (SL - 2000') in a short-wing (30'10"), 180HP MX-7. I never worry about runway length as most strips here are over 1000 ft and I know we can easily get into / out of those.
I would be interested to see which has more performance (climb and cruise), an MX-7-180B with universal wing or a MX-7-235 with short wings. Anybody have experience to share?
Last edited by Maulehigh on Wed Apr 30, 2014 10:31 am, edited 1 time in total.
David
'91 MX-7-180
'91 MX-7-180
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Wow, If I can cruise 100-110 at 5 to 9 gallons, I would be very happy. If I wanted to go fast, I'd build me a Vans RV, but I want access to the backcountry and want to enjoy flying around slow.
The more I read from you guys the more I like the sound of a 180 HP aircraft. I also think I need to hold off a while and add some money to the fund so I can buy a universal wing model.
Where is a good guide to fuselage and wing changes by model?
The more I read from you guys the more I like the sound of a 180 HP aircraft. I also think I need to hold off a while and add some money to the fund so I can buy a universal wing model.
Where is a good guide to fuselage and wing changes by model?
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