X-Virus-Scanned: clean according to Sophos on Logan.com From: "Tracy" Received: from mail-oi0-f52.google.com ([209.85.218.52] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 7081948 for flyrotary@lancaironline.net; Wed, 06 Aug 2014 21:07:11 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.218.52; envelope-from=rwstracy@gmail.com Received: by mail-oi0-f52.google.com with SMTP id h136so2207623oig.39 for ; Wed, 06 Aug 2014 18:06:38 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20120113; h=content-type:content-transfer-encoding:subject:references:from :in-reply-to:message-id:date:to:mime-version; bh=YwpONDor3AnsPcliGpnUjEM16/ciiBUJx7a1tncau6o=; b=DnPAlnhm9lYmomgBEJFpx0GE0+Qjda+Y/bi74AuDqMujIwPCTQRYm42vCr/ztR1Oa8 AC9bOLk2+zT6M86/qpjZqi+YtNs7UTYxyhhUdbm1IOwMbkA6ijQMxvz8cyk3Asg5ZC0O TuUwVw39dhm11npFKu1DzJI05S4Q6Aa+A/G4ybzI1lGw+mc+Zc3Is/ELoq5tRZbVdtiX 7EBkalSTTsFb0tIZEfswjYwhQ9FB6O0MFFJG1fmhCdnjZrIgwfsW1+qp3rJSFXdvgc/7 PZPVJPZ9RDJOCSfLmmtrmQiRpvJkLzqVwIku3RvKCQiwD3hm23+jICEakBqbjjHDpar6 zEmg== X-Received: by 10.60.52.5 with SMTP id p5mr19251686oeo.55.1407373598470; Wed, 06 Aug 2014 18:06:38 -0700 (PDT) Return-Path: Received: from [192.168.1.2] (149.sub-70-208-1.myvzw.com. [70.208.1.149]) by mx.google.com with ESMTPSA id h4sm10385584oew.11.2014.08.06.18.06.36 for (version=TLSv1 cipher=ECDHE-RSA-RC4-SHA bits=128/128); Wed, 06 Aug 2014 18:06:37 -0700 (PDT) Content-Type: multipart/alternative; boundary=Apple-Mail-D7E4ED73-DA40-4531-87EF-7BA667FEB759 Content-Transfer-Encoding: 7bit Subject: Re: [FlyRotary] Re: Trip report References: In-Reply-To: Message-Id: Date: Wed, 6 Aug 2014 18:48:23 -0600 To: Rotary motors in aircraft Mime-Version: 1.0 (1.0) X-Mailer: iPad Mail (11D257) --Apple-Mail-D7E4ED73-DA40-4531-87EF-7BA667FEB759 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: quoted-printable Yes, engine is NA but prop is FP , 72 x 104 three blade Catto prop. =20 Sent from my iPad > On Aug 6, 2014, at 14:23, "James Osborn" wro= te: >=20 > Or is that NA with a constant speed prop? Scuze my ignorance one way or t= he other! >=20 >=20 >> On Wed, Aug 6, 2014 at 1:21 PM, James Osborn wrote: >> I have heard some quote manifold absolute pressure (MAP) which I would th= ink is good because on a turbocharged engine, it is what matters. It seems l= ike 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 - g= reat! >>=20 >> That is flying high! Do you use oxygen (on you not the motor!)? >>=20 >>=20 >>> On Wed, Aug 6, 2014 at 11:38 AM, Tracy wro= te: >>> Here's some trip data from a flight from Florida to Colorado in the 20B p= owered RV-8. It's the first long trip where I was able to fly at or near t= he altitudes it was optimized for. It didn't do as well as I had hoped in t= erms of fuel economy but the numbers were as good or slightly better than th= e typical Lycoming powered RV numbers I hear. It is only slightly faster t= han my Renesis powered RV-4 at cruise conditions and reasonable fuel flow. B= ut what I like about it is the effortlessness with which it does the job. T= here is always a handful of throttle left for reserve in any normal flight s= ituation. >>>=20 >>> Full throttle is reserved for those few seconds between rudder effective= ness 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 betwee= n 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 z= ero 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 w= as with Florida gas with about 8% ethanol. Refueled at Charlie England's p= lace (Thanks for the hospitality and fuel service Charlie!). Not sure wethe= r it had ethanol or not but TAS was a few MPH better. After refueling at 4= 7K in Kansas 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/Li= st.html >=20 --Apple-Mail-D7E4ED73-DA40-4531-87EF-7BA667FEB759 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: 7bit
Yes, engine is NA but prop is FP , 72 x 104 three blade Catto prop.  

Sent from my iPad

On Aug 6, 2014, at 14:23, "James Osborn" <flyrotary@lancaironline.net> wrote:

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 <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.  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 <flyrotary@lancaironline.net> 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
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