X-Virus-Scanned: clean according to Sophos on Logan.com From: "David Leonard" Received: from mail-qa0-f52.google.com ([209.85.216.52] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 7081519 for flyrotary@lancaironline.net; Wed, 06 Aug 2014 15:36:02 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.216.52; envelope-from=wdleonard@gmail.com Received: by mail-qa0-f52.google.com with SMTP id j15so2935386qaq.39 for ; Wed, 06 Aug 2014 12:35:28 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20120113; h=mime-version:date:message-id:subject:from:to:content-type; bh=eAa4ET53/+2YJsZcQMCbSOswoKfulVAdzRsfOXawq+Q=; b=pSlugZ5fTElx3I8hc2bbszCZouQ/C4if6AX8P4D5RYa0V3mT1UEqbAALQ44q4ajqwK SLlmM8ADVJpEy/Foz75lv2S//wSQF50XCkYVa56LMuUOg2EDA5470ydV9ANpQlSZyFyg Re+8rV9gp9rdeollFR+yqudqOy8XJ3TTiKAMu+dcGqcEcV8o5tbsUlukFow/UlNk5nwt XvRWZBqjRgqXVOnztJzr4efVbgAXgNPvsrySVvl1uh7uDXBfbff4dJyAKr+DvCbkLaXy QTmL9yYMslweDuHjeHeIzYMpYNuSFm+Ln5x/IyZlKYj2OU1CiAtRqrH9QS17X8+97725 5xrw== MIME-Version: 1.0 X-Received: by 10.140.92.20 with SMTP id a20mr6502018qge.0.1407353728622; Wed, 06 Aug 2014 12:35:28 -0700 (PDT) Received: by 10.140.43.196 with HTTP; Wed, 6 Aug 2014 12:35:28 -0700 (PDT) Date: Wed, 6 Aug 2014 12:35:28 -0700 Message-ID: Subject: Heated Seats To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=001a113ab95a1165a104fffb13d7 --001a113ab95a1165a104fffb13d7 Content-Type: text/plain; charset=UTF-8 Hi Tracy, thanks for the trip report!. The rotary is hard to get cabin heat. The exhaust is bigger diameter than most aircraft exhaust, so off the shelf heat muffs are hard to come by, not to mention difficult to fit (finding space) and potentially dangerous. I have had poor success at getting sufficient heat off the oil or water cooler. So besides sealing up cabin leaks, I found the soulution, heated seats. Got these on Amazon for $45 for TWO seats. Installed in a couple of hours. Work great. My tush can only take the high setting for 20 min or so. Makes all the difference. http://www.amazon.com/gp/product/B005PJ334G Dave Leonard Turbo Rotary RV-6 N4VY On Wed, Aug 6, 2014 at 11:38 AM, Tracy wrote: > Here's some trip data from a flight from Florida to Colorado in the 20B > powered RV-8. It's the first long trip where I was able to fly at or > near the altitudes it was optimized for. It didn't do as well as I had > hoped in terms of fuel economy but the numbers were as good or slightly > better than the typical Lycoming powered RV numbers I hear. It is only > slightly faster than my Renesis powered RV-4 at cruise conditions and > reasonable fuel flow. But what I like about it is the effortlessness with > which it does the job. There is always a handful of throttle left for > reserve in any normal flight situation. > > Full throttle is reserved for those few seconds between rudder > effectiveness at 30mph and lift off speed at 60. As soon as the wheels > break ground I typically reduce manifold pressure to 24". Cruise climb is > done at between 18 and 19" depending on takeoff weight at around 700 FPM. > Cruise altitude was limited to 15,000 this trip by temperature. I wasn't > thinking and wore only a thin jacket and I don't have cabin heat. All > three legs were flown at 14,500 in a very unusual high pressure system the > whole way with almost zero wind. Here are the raw numbers: > > Altitude 14,500 > OAT 35 - 43F > TAS 174 - 182 MPH * > Fuel Flow 8 GPH > Engine RPM 5250 - 5450 > Manifold Pressure 14.3" > % Power 30% (As calculated by EM3) > EGT 1450F > Water temp 145 - 150 > Oil Temp 160 (Cowl flap would help temps and airspeed) > Total flight hours on trip 9.2 > > * Fuel flow was held constant, TAS varied with fuel batch. Low number > was with Florida gas with about 8% ethanol. Refueled at Charlie England's > place (Thanks for the hospitality and fuel service Charlie!). Not sure > wether it had ethanol or not but TAS was a few MPH better. After > refueling at 47K in Kansas with no ethanol mogas, the TAS reached the > highest number. > > Tracy > > Sent from my iPad > -- > Homepage: http://www.flyrotary.com/ > Archive and UnSub: > http://mail.lancaironline.net:81/lists/flyrotary/List.html > --001a113ab95a1165a104fffb13d7 Content-Type: text/html; charset=UTF-8 Content-Transfer-Encoding: quoted-printable
Hi Tracy, thanks for the trip report!.

= The rotary is hard to get cabin heat. =C2=A0The exhaust is bigger diameter = than most aircraft exhaust, so off the shelf heat muffs are hard to come by= , not to mention difficult to fit (finding space) and potentially dangerous= . =C2=A0I have had poor success at getting sufficient heat off the oil or w= ater cooler. =C2=A0So besides sealing up cabin leaks, I found the soulution= , heated seats.=C2=A0

Got these on Amazon for $45 for TWO seats. =C2=A0Instal= led in a couple of hours. =C2=A0Work great. =C2=A0My tush can only take the= high setting for 20 min or so. =C2=A0Makes all the difference.
<= br>

Dave Leonard
Turbo Rotary RV-6 N4VY




On Wed, Aug 6, 2014 at 11:38 AM, Tracy <flyrotary@lancair= online.net> wrote:
Here's some trip data from a flight from Florida to Co= lorado in the 20B powered RV-8. =C2=A0 =C2=A0It's the first long trip w= here I was able to fly at or near the altitudes it was optimized for. =C2= =A0 It didn't do as well as I had hoped in terms of fuel economy but th= e numbers were as good or slightly better than the typical Lycoming powered= RV numbers I hear. =C2=A0 It is only slightly faster than my Renesis power= ed RV-4 at cruise conditions and reasonable fuel flow. =C2=A0But what I lik= e about it is the effortlessness with which it does the job. =C2=A0There is= always a handful of throttle left for reserve in any normal flight situati= on.

Full throttle is reserved for those few seconds between rudder effectivenes= s at 30mph and lift off speed at 60. =C2=A0As soon as the wheels break grou= nd I typically reduce manifold pressure to 24". =C2=A0 Cruise climb is= done at between 18 and 19" depending on takeoff weight at around 700 = FPM. =C2=A0Cruise altitude was limited to 15,000 this trip by temperature. = =C2=A0I wasn't thinking and wore only a thin jacket and I don't hav= e cabin heat. =C2=A0 All three legs were flown at 14,500 in a very unusual = high pressure system the whole way with almost zero wind. =C2=A0Here are th= e raw numbers:

Altitude =C2=A0 =C2=A0 =C2=A0 14,500
OAT =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A035 - =C2=A043F
TAS =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0174 =C2=A0- =C2=A0 182 = MPH =C2=A0*
Fuel Flow =C2=A0 =C2=A0 8 GPH
Engine RPM =C2=A05250 - 5450
Manifold Pressure =C2=A0 =C2=A014.3"
% Power =C2=A0 =C2=A0 =C2=A0 30% =C2=A0 (As calculated by EM3)
EGT =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A01450F
Water temp =C2=A0 145 - 150
Oil Temp =C2=A0 =C2=A0 =C2=A0 160 =C2=A0 =C2=A0 =C2=A0 =C2=A0(Cowl flap wou= ld help temps and airspeed)
Total flight hours on trip =C2=A09.2

* =C2=A0Fuel flow was held constant, TAS varied with fuel batch. =C2=A0Low = number was with Florida gas with about 8% ethanol. =C2=A0 Refueled at Charl= ie England's place (Thanks for the hospitality and fuel service Charlie= !). =C2=A0Not sure wether it had ethanol or not but TAS was a few MPH bette= r. =C2=A0 After refueling at 47K in Kansas with no ethanol mogas, the TAS r= eached the highest number.

Tracy

Sent from my iPad
--
Homepage: =C2=A0htt= p://www.flyrotary.com/
Archive and UnSub: =C2=A0 http://mail.lancaironline.net:81/li= sts/flyrotary/List.html

--001a113ab95a1165a104fffb13d7--