This is a reply to a poster on Mooneyspace.com. You can see his post there, under this same topic.
Eric, I apologize for my tardiness in this reply. There are reasons I have for doing things the way I have.
I am assuming you have printed this and have the 10 pages there to look at and scroll through.
The figures introduced with paragraphs 10, 15, 24, 26, and 39 are not precise. They are to look at not to measure from. They are just pictures to illustrate a point. All you need to know about 10 (75%) and 15 (65%) is that they illustrate the RED BOX, the bottom of the box is 400F CHT, and the width of the box is less at 65% than at 75% load. All of this information is in the text. ROP is on the left LOP is on the right and the dotted line is Peak EGT. In paragraph 15 I tell you to look at the 75% load box. In the next paragraph 16 I tell you to look at 65% load, which is right there to look at. Paragraphs 9 and 10 are the first discussions of the RED BOX, and there is a the 75% load RED BOX on the page to look at. The RED FIN is first discussed in Paragraph 23, and the first picture of it is at paragraph 24, then a different one at paragraph 26.
The figures introduced in paragraphs 4, 18, 21, 34, 39, and after 45 are precision figures. You can print them, measure them with an architect's scale and apply a little calculation and you will have precise measurements that are repeatable. That's what I did. The figure in paragraph 39 is a re-work of the RED FIN shown in Figure 26, corrected to follow the fuel and air curves more precisely. Everything you need to know is in the text, but you can print it, measure it, and get precise readings.
I am not a scholar. I am a diesel mechanic and a private pilot. This paper is not for scholars, it is for internet distribution for people who are curious about this subject and want to learn more without spending any money. In other words airplane pilots. Airplane pilots who are notoriously CHEAP. Like me.
Not all internet people are willing to take this at face value. Some of them want to make it their own. Some internet people are likely to pick and choose what they want and discard the rest, and then re-post it somewhere else. I'm ok with that to a point. The problem is when someone starts re-wording the document and then posting it in its altered form. For some reason people love to re-edit everything. You, yourself, are livid with me because I have not re-written or re-organized the document to meet your expectations. Within this document I have made specific recommendations for engine operations that put the reader at a point of understanding by using the paragraphs that came before as building blocks of knowledge. What do I want? I want the reader to fully understand paragraph 33, 34, 35, 36, 37, 38, 39, 40, 41, 42, 43, and 44. For most of the audience this means reading and understanding paragraphs 1-32 in sequential order.
Every paragraph is important! Every paragraph builds on the previous paragraph! And changing anything, in any of the previous paragraphs, could change the reader's understanding of some key element that could affect engine operation in a negative way. That means possibly, as a result of tampering with this document, engine damage or engine destruction could occur. Which if it did during critical flight operations could lead to loss of life. I take that responsibility seriously, and you should too.
Weather you agree with what I am doing or not, you have to understand the potential liability if a loss of life should occur. To that end, every page has a copyright notice and the name of the document, and my email address. Anyone can email me about this document and ask any question they want to ask. Anyone can search the internet for the key words LOP, ROP, RED BOX, RED FIN, BIG MIXTURE PULL and pull up most of the documents I used as research when creating this paper. They can't pull up any information about the RFFA chart without emailing me directly. That is because recreation of this chart is a difficult process that exceeds the confines of the principles presented here.
I will say that I puzzled and puzzled over the first version of the RFFA chart trying to figure out how to make it readily adaptable to any engine, as requested last year by a poster in POA. I have finally done that! So here is the paper to give everyone the same level of understanding that I had when I was willing to start experimenting with the operations of my own engine. So, you could say this entire paper is about paragraphs 34 and 35. If you don't get them, you haven't learned anything new.
Everything they say about me is TRUE. Good or BAD.
One Miracle at a time.