X-Virus-Scanned: clean according to Sophos on Logan.com From: "James Osborn" Received: from mail-oi0-f43.google.com ([209.85.218.43] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 7081601 for flyrotary@lancaironline.net; Wed, 06 Aug 2014 16:22:23 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.218.43; envelope-from=rxcited@gmail.com Received: by mail-oi0-f43.google.com with SMTP id u20so2032976oif.2 for ; Wed, 06 Aug 2014 13:21:50 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20120113; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; bh=24NScRZQO/M8iAPcie094sRUd/H7/dzFkgXVN7Sc3Jc=; b=Rt2XSstVpyh8KJbdUMettos2NvW7txdy9Xjpa3AiZtGFcCT5CvOcYxU4+QYOQL3wTt LNbQFgpLR6bKF5J044UaaYD0Lt53nTVyhjWOKa7MKr7nlPibFHCw3ShokhZ57C7+Dtbp bafLecpsTOitcKjZWO1C5ar7/67odi8K2gKqG82E/lTQbG/zBOSmwuf/5bZd34SeKK2k wtfDBHIvqVN5xmVXNyTOCbb5z62TdKedBNfF0ddRZ07Aq+Qon8RJBhRs1jIMJKrN/0wZ nROdSnv6Q7/FIeKONBkY/3tpOw0TIUfeJWmnGL4QM0a0/lGHXWDvvepudYLGOOONvp71 wHOA== MIME-Version: 1.0 X-Received: by 10.182.18.69 with SMTP id u5mr17973231obd.54.1407356510800; Wed, 06 Aug 2014 13:21:50 -0700 (PDT) Received: by 10.202.107.77 with HTTP; Wed, 6 Aug 2014 13:21:50 -0700 (PDT) In-Reply-To: References: Date: Wed, 6 Aug 2014 13:21:50 -0700 Message-ID: Subject: Re: [FlyRotary] Trip report To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=001a11c338aae613d304fffbb8d3 --001a11c338aae613d304fffbb8d3 Content-Type: text/plain; charset=UTF-8 I have heard some quote manifold absolute pressure (MAP) which I would think is good because on a turbocharged engine, it is what matters. It seems like your numbers are gauge pressure? But is it gauge above ambient pressure, or just simply a MAP with sea level pressure subtracted out (approximately 30")? Just wondering... Seems like your motor is not working very hard - great! That is flying high! Do you use oxygen (on you not the motor!)? 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 > --001a11c338aae613d304fffbb8d3 Content-Type: text/html; charset=UTF-8 Content-Transfer-Encoding: quoted-printable
I have heard some quote manifold absolute pressure (MAP) w= hich I would think is good because on a turbocharged engine, it is what mat= ters. =C2=A0It seems like your numbers are gauge pressure? =C2=A0But is it = gauge above ambient pressure, or just simply a MAP with sea level pressure = subtracted out (approximately 30")? =C2=A0Just wondering... =C2=A0Seem= s like your motor is not working very hard - great!

That is flying high! =C2=A0Do you use oxygen (on you not the= motor!)?


On Wed, Aug 6, 2014 at 11:38 AM, Tracy <flyrotary@lancai= ronline.net> wrote:
Here's some trip data from a flight from= Florida to Colorado in the 20B powered RV-8. =C2=A0 =C2=A0It's the fir= st long trip where I was able to fly at or near the altitudes it was optimi= zed for. =C2=A0 It didn't do as well as I had hoped in terms of fuel ec= onomy but the numbers were as good or slightly better than the typical Lyco= ming powered RV numbers I hear. =C2=A0 It is only slightly faster than my R= enesis powered RV-4 at cruise conditions and reasonable fuel flow. =C2=A0Bu= t what I like 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 situation.

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

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