The next three flights demonstrated that removing the cylinder baffles brought #1 right in line with all the cylinders except #2, which tends to run about 15 deg hotter than the others. In addition to typical flight maneuvers, I've been working on collecting data in order to verify my static port and aircraft performance. I used an Excel spreadsheet by Doug Gray which requires flying 3 GPS legs in order to gain a single data point - it generates CAS, altitude error and TAS: http://wiki.matronics.com/wiki/index.php/Calibrating_the_Pitot-Static_System
I then resurrected some old MSDOS BASIC programs largely based on algorithms by Donald Crawford (and others) I wrote back in the mid-nineties when I was an aircraft designer wannabe: http://www.crawfordaviation.net
The 19 data points I acquired required 57 GPS legs in smooth air and resulted in a prediction of CD0 = .0287 with an Oswald Efficiency factor of 0.411. These numbers are highly dependent on the propeller performance model (I used Crawford's), but as long as you use the same prop calculation, you can pretty reliably predict any Cessna or Piper's handbood performance after entering a half-dozen data points. I'm going to upload the climb and TAS prediction numbers to the Yahoo BH QB group. Anyway, sea level 100% BHP at 2500 lbs gives a max TAS of 151 KTS in my aircraft. Vx is 81 KIAS, Vy is 103 KIAS at SL at GW. EGView lets you print a pretty graph of your flights on Google Earth, too.
