X-Virus-Scanned: clean according to Sophos on Logan.com From: "James Osborn" Received: from mail-oa0-f54.google.com ([209.85.219.54] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 7081617 for flyrotary@lancaironline.net; Wed, 06 Aug 2014 16:24:27 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.219.54; envelope-from=rxcited@gmail.com Received: by mail-oa0-f54.google.com with SMTP id n16so2220265oag.41 for ; Wed, 06 Aug 2014 13:23:54 -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=es4vnVHFueNqGLghYcd6+xuqu9gbY+etfYQsObfian0=; b=QDVVieeognuJeMXOlkp1hyy7MUGQdFrIo3dwrIormNg1lh3C+gwqP3a+FpyFiK6GGa dpkaNowjOMmlqkO0bkdtROByJzgBcTk+Osn4yQvFlmbjqS+TKgoUz8oH8xeV/a/NhKho ynVmAUDbPf5tfpncRMG0AgEzOfa7TCrYS+HREZ90/cwwBgsakUQHnjryeG727T33V+6N dbHdp5t13rBOHSCo4eW+xpGhMH8x8jGud6HLraZRncV6w9j5AHXTuMIjDeS4Zjok0aio s6mhDzLZyS/4ji/EUR/L708K4w6wnip3maDN+l+rhHqEtCjYeexgKJkyiyBJLFhb/N8S fv0Q== MIME-Version: 1.0 X-Received: by 10.60.145.143 with SMTP id su15mr18231606oeb.58.1407356634839; Wed, 06 Aug 2014 13:23:54 -0700 (PDT) Received: by 10.202.107.77 with HTTP; Wed, 6 Aug 2014 13:23:54 -0700 (PDT) In-Reply-To: References: Date: Wed, 6 Aug 2014 13:23:54 -0700 Message-ID: Subject: Re: [FlyRotary] Re: Trip report To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=047d7b5d48824b22f104fffbc0ec --047d7b5d48824b22f104fffbc0ec Content-Type: text/plain; charset=UTF-8 Or is that NA with a constant speed prop? Scuze my ignorance one way or the other! On Wed, Aug 6, 2014 at 1:21 PM, James Osborn wrote: > 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 >> > > --047d7b5d48824b22f104fffbc0ec Content-Type: text/html; charset=UTF-8 Content-Transfer-Encoding: quoted-printable
Or is that NA with a constant speed prop? =C2=A0Scuze my i= gnorance one way or the other!


On Wed, Aug 6, 2014 at 1:21 PM, James Osborn <flyrotary@lancaironline.net> wrote:
I have heard some quote manifold absolute pressure (MAP) which= I would think is good because on a turbocharged engine, it is what matters= . =C2=A0It seems like your numbers are gauge pressure? =C2=A0But is it gaug= e above ambient pressure, or just simply a MAP with sea level pressure subt= racted out (approximately 30")? =C2=A0Just wondering... =C2=A0Seems li= ke 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
--
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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