X-Virus-Scanned: clean according to Sophos on Logan.com From: "Tracy" Received: from mail-oa0-f41.google.com ([209.85.219.41] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 7081943 for flyrotary@lancaironline.net; Wed, 06 Aug 2014 21:07:16 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.219.41; envelope-from=rwstracy@gmail.com Received: by mail-oa0-f41.google.com with SMTP id j17so2462077oag.14 for ; Wed, 06 Aug 2014 18:06:42 -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=5WLxb6vw7NxNVOQqubJRn6r2f4BPCj3Ss2180g8/X1U=; b=pLawYpBT22bZNiRmrx3PhwV9YY9ClcDAm5sZjMFD7kP3BuZOOZw2PFxgOpezM0RpPR Deh/0BxZdJjh4IZ9rGMjHoGDdwcfEOk/OsySG260py+YzxuKnCCEn1p5GJYyuIKJ7FDJ hOc3bixqPKwzWUvzCIi8Ojtxs+SxuaE7txTQ3EK9Ahg92rbVuqUuQfhVDft8a09Hz1w/ 5Xvm4m2YQQzN+f1Vj3ppLd+VZljwuGFusK2/Zj7QypQFclBy9Ffh9SUhLsp3AWmYvskD vDdZAY5uUCdbnfLTXGPrpByObafa5RYFrRn3t3qVDRMrBc7FqrLihS+xZPxt+TOcJznK 6UHg== X-Received: by 10.60.23.39 with SMTP id j7mr20049409oef.20.1407373602194; Wed, 06 Aug 2014 18:06:42 -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 ny8sm2972057obc.16.2014.08.06.18.06.40 for (version=TLSv1 cipher=ECDHE-RSA-RC4-SHA bits=128/128); Wed, 06 Aug 2014 18:06:40 -0700 (PDT) Content-Type: multipart/alternative; boundary=Apple-Mail-CC3F1F55-35E4-480B-A519-0AC67FEDB1D8 Content-Transfer-Encoding: 7bit Subject: Re: [FlyRotary] Re: Trip report References: In-Reply-To: Message-Id: Date: Wed, 6 Aug 2014 18:46:26 -0600 To: Rotary motors in aircraft Mime-Version: 1.0 (1.0) X-Mailer: iPad Mail (11D257) --Apple-Mail-CC3F1F55-35E4-480B-A519-0AC67FEDB1D8 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: quoted-printable Hi James, =20 those were absolute manifold pressure numbers which is the only thing the en= gine cares about. Yes, the engine feels like its loafing most all the time= . =20 The airplane was originally optimized with longer wings and the larger engin= e for cruise into the flight levels up to 21,000. I do have OX for use abo= ve 12,500. I later decided I had no interest in IFR flying so that limits m= e to 18,000. =20 Tracy Sent from my iPad > On Aug 6, 2014, at 14:21, "James Osborn" wro= te: >=20 > I have heard some quote manifold absolute pressure (MAP) which I would thi= nk 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 wrot= e: >> 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 effectiven= ess 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/Lis= t.html >=20 --Apple-Mail-CC3F1F55-35E4-480B-A519-0AC67FEDB1D8 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
Hi James,  
those were a= bsolute manifold pressure numbers which is the only thing the engine cares a= bout.   Yes, the engine feels like its loafing most all the time.  = ; 

The airplane was originally optimized with l= onger wings and the larger engine for cruise into the flight levels up to 21= ,000.   I do have OX for use above 12,500.  I later decided I had n= o interest in IFR flying so that limits me to 18,000.  

<= /div>
Tracy

Sent from my iPad

On Aug 6, 2014, at 14= :21, "James Osborn" <flyro= tary@lancaironline.net> wrote:

I have heard some quote manifold absolute pressure (M= AP) 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 i= t gauge above ambient pressure, or just simply a MAP with sea level pressure= subtracted out (approximately 30")?  Just wondering...  Seems lik= e your motor is not working very hard - great!

That is flying high!  Do you use oxygen (on you not the m= otor!)?


On Wed, Aug 6, 2014 at 11:38 AM, Tracy <flyrotary@lancaironli= ne.net> wrote:
Here's some trip data from a flight from Flori= da to Colorado in the 20B powered RV-8.    It's the first long tri= p where I was able to fly at or near the altitudes it was optimized for. &nb= sp; It didn't do as well as I had hoped in terms of fuel economy but the num= bers were as good or slightly better than the typical Lycoming powered RV nu= mbers 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 i= t is the effortlessness with which it does the job.  There is always a h= andful 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.  Cru= ise altitude was limited to 15,000 this trip by temperature.  I wasn't t= hinking and wore only a thin jacket and I don't have cabin heat.   All t= hree legs were flown at 14,500 in a very unusual high pressure system the wh= ole way with almost zero wind.  Here are the raw numbers:

Altitude       14,500
OAT              35 -  43F
TAS              174  -   182 M= PH  *
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 woul= d help temps and airspeed)
Total flight hours on trip  9.2

*  Fuel flow was held constant, TAS varied with fuel batch.  Low n= umber was with Florida gas with about 8% ethanol.   Refueled at Charlie= England's place (Thanks for the hospitality and fuel service Charlie!). &nb= sp;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 th= e highest number.

Tracy

Sent from my iPad
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