X-Virus-Scanned: clean according to Sophos on Logan.com From: "Mark Steitle" Received: from mail-ob0-f178.google.com ([209.85.214.178] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 7081854 for flyrotary@lancaironline.net; Wed, 06 Aug 2014 19:19:07 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.214.178; envelope-from=msteitle@gmail.com Received: by mail-ob0-f178.google.com with SMTP id nu7so2326374obb.37 for ; Wed, 06 Aug 2014 16:18:33 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20120113; h=subject:references:from:content-type:in-reply-to:message-id:date:to :content-transfer-encoding:mime-version; bh=4eRL0IdvCM8A4qw+idmCYEQRrr506h61Un+W2cygiLY=; b=rVSJTN6J3a+SO3bIt64I3AxCvhvoTQh8jGRAUBnxq11VBatK7XGhvkpMpW5zfaEong zfdczUAbyUdr5WWFQBeA1jJtjAtXVvdO6RnMuE5kTd5Br5T35NUq5JMojUcuM20UP2X/ +7Awldg92ln8O+uqpImZb82n4GUDAKBh//MwZClEqy2KbW7BOM7lkHFKpP82VpIM/ztu /F+NTeF8Ks92S8DgDq70mjCq89hLq/Mrr855xWTIufoN4aomO0lOJRXrOwlvUWNVr3+m 2roBJlEydp81QOg21oQ911RQH3pi8/z3uNX0iPhQo3e4O6ar4qD/v6q4QKUndys6/8sB 7zvg== X-Received: by 10.182.117.131 with SMTP id ke3mr19191288obb.21.1407367113845; Wed, 06 Aug 2014 16:18:33 -0700 (PDT) Return-Path: Received: from [192.168.1.102] (104-7-221-147.lightspeed.austtx.sbcglobal.net. [104.7.221.147]) by mx.google.com with ESMTPSA id oj7sm4953312obc.19.2014.08.06.16.18.33 for (version=TLSv1 cipher=ECDHE-RSA-RC4-SHA bits=128/128); Wed, 06 Aug 2014 16:18:33 -0700 (PDT) Subject: Re: [FlyRotary] Re: Trip report References: Content-Type: multipart/alternative; boundary=Apple-Mail-BA0A6863-5B4C-4418-BF5D-937FA790C4EF X-Mailer: iPad Mail (11D257) In-Reply-To: Message-Id: <1A71A6CC-70A4-4ADE-BA14-218722078F28@gmail.com> Date: Wed, 6 Aug 2014 18:18:35 -0500 To: Rotary motors in aircraft Content-Transfer-Encoding: 7bit Mime-Version: 1.0 (1.0) --Apple-Mail-BA0A6863-5B4C-4418-BF5D-937FA790C4EF Content-Type: text/plain; charset=utf-8 Content-Transfer-Encoding: quoted-printable Bill, I stated my gear ratio is 2.17:1 in error. I'm actually running the RD-2C w= hich is the 2.85:1 gear set. Typically, I run wot too, controlling engine r= pm with prop pitch. The exception is when flying formation with a certain R= enesis-powered RV-10. Then I have to throttle way back. I have lower gph, b= ut use more fuel because it takes twice as long to get to the destination. I did one speed run recently and saw 221mph at 6k rpm, 18.5 gph. Not someth= ing I'm willing to do for any length of time, but sure was fun while it last= ed. Mark Sent from my iPad > On Aug 6, 2014, at 5:08 PM, "Bill Bradburry" = wrote: >=20 > Mark, > =20 > I suppose that your prop speed limits your engine rpm to about 6100 max? = At 8000-10000 ft, can you go WOT without over speeding your prop? If you c= an and have, what TAS and fuel burn do you get? > =20 > When I moved my plane from Florida to Texas, I could only get to about 200= 0-3000 ft due to ceiling and headwinds. I have the Renesis with the 2.85 PS= RU and the MT electric 3 blade c/s prop. I was getting 161-163 knots(185-18= 8 mph) TAS with WOT, 6000 rpm, burning 9-10 gpm. I had the engine leaned to= an A/F ratio of 16 using the wide band O2 sensor. I almost always fly WOT i= n order to reduce pumping losses in the engine and I use the prop to control= the engine rpm and therefore power. The only time I use the throttle to co= ntrol the engine power is as I approach the airport for landing. > =20 > Any others with performance numbers on their flying airplane? > =20 > Ed, we haven=E2=80=99t heard from you in a while, how are you doing? > =20 > Bill > =20 > From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]=20 > Sent: Wednesday, August 06, 2014 3:58 PM > To: Rotary motors in aircraft > Subject: [FlyRotary] Re: Trip report > =20 > Tracy, > Thanks for posting your numbers. I typically fly below 10,000, but at the s= ame rpm, higher MAP. Typical cruise is 195-200 mph, burning around 11.2-11.5= gph. Maybe I should slow down, or fly higher. > For those unfamiliar with my setup, it is a Lancair ES, 20B-PP, 2.17:1 psr= u, M/T electric 3-blade c/s prop. > Mark S. > =20 >=20 > On Wed, Aug 6, 2014 at 1:38 PM, Tracy wrote:= > Here's some trip data from a flight from Florida to Colorado in the 20B po= wered RV-8. It's the first long trip where I was able to fly at or near the a= ltitudes it was optimized for. It didn't do as well as I had hoped in terms o= f fuel economy but the numbers were as good or slightly better than the typi= cal Lycoming powered RV numbers I hear. It is only slightly faster than my R= enesis 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 al= ways a handful of throttle left for reserve in any normal flight situation. >=20 > Full throttle is reserved for those few seconds between rudder effectivene= ss at 30mph and lift off speed at 60. As soon as the wheels break ground I t= ypically 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 l= imited 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 14,50= 0 in a very unusual high pressure system the whole way with almost zero wind= . Here are the raw numbers: >=20 > 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 >=20 > * Fuel flow was held constant, TAS varied with fuel batch. Low number was w= ith Florida gas with about 8% ethanol. Refueled at Charlie England's place (= Thanks for the hospitality and fuel service Charlie!). Not sure wether it ha= d ethanol or not but TAS was a few MPH better. After refueling at 47K in Kan= sas with no ethanol mogas, the TAS reached the highest number. >=20 > Tracy >=20 > Sent from my iPad > -- > Homepage: http://www.flyrotary.com/ > Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.h= tml > =20 --Apple-Mail-BA0A6863-5B4C-4418-BF5D-937FA790C4EF Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
Bill,

I state= d my gear ratio is 2.17:1 in error.  I'm actually running the RD-2C whi= ch is the 2.85:1 gear set.  Typically, I run wot too, controlling engin= e rpm with prop pitch.  The exception is when flying formation with a c= ertain Renesis-powered RV-10.  Then I have to throttle way back.  = I have lower gph, but use more fuel because it takes twice as long to get to= the destination.

I did one speed run recently and s= aw 221mph at 6k rpm, 18.5 gph.  Not something I'm willing to do for any= length of time, but sure was fun while it lasted.

= Mark

Sent from my iPad

On Aug 6, 2014, at 5:08 PM, "Bil= l Bradburry" <flyrotary@la= ncaironline.net> wrote:

=

Mark,

 

I suppose that your prop speed limits y= our engine rpm to about 6100 max?   At 8000-10000 ft, can you go WOT without over speeding your prop?  If you can and have, what TAS and fue= l burn do you get?

 

When I moved my plane from Florida to Texas, I could only get to about 2000-3000 ft due to ceiling and headwinds.  I= have the Renesis with the 2.85 PSRU and the MT electric 3 blade c/s prop.  I= was getting 161-163 knots(185-188 mph) TAS with WOT, 6000 rpm, burning 9-10 gpm.=   I had the engine leaned to an A/F ratio of 16 using the wide band O2 sensor.  I almost always fly WOT in order to reduce pumping losses in t= he engine and I use the prop to control the engine rpm and therefore power.&nbs= p; The only time I use the throttle to control the engine power is as I approach th= e airport for landing.

 

Any others with performance numbers on their flying airplane?

 

Ed, we haven=E2=80=99t heard from you i= n a while, how are you doing?

 

Bill

 

From: Rotary motors in aircraft [mailto:flyrotary@lancaironli= ne.net]
Sent: Wednesday, August 06, 2= 014 3:58 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Trip= report

 

Tracy,

Thanks for posting your numbers. I typically fly below 10,000, but a= t the same rpm, higher MAP. Typical cruise is 195-200 mph, burning around 11.2-11.5 gph. Maybe I should slow down, or fly higher.

For those unfamiliar with my setup, it is a Lancair ES, 20B-PP, 2.17= :1 psru, M/T electric 3-blade c/s prop.

Mark S.

 <= /font>

On Wed, Aug 6, 2014 at 1:38 PM, Tracy <flyrota= ry@lancaironline.net> wrote:

Here's some trip data from a flight from Flor= ida 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 t= he typical Lycoming powered RV numbers I hear. It is only slightly faster than m= y 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 alw= ays 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 typical= ly 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. Her= e 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 wi= th Florida gas with about 8% ethanol. Refueled at Charlie England's place (Thanks for the hospitality a= nd fuel service Charlie!). Not sure wether it had ethanol or not but TAS was a f= ew 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/flyro= tary/List.html

 

= --Apple-Mail-BA0A6863-5B4C-4418-BF5D-937FA790C4EF--