X-Virus-Scanned: clean according to Sophos on Logan.com From: "Tracy" Received: from mail-ob0-f182.google.com ([209.85.214.182] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 7081947 for flyrotary@lancaironline.net; Wed, 06 Aug 2014 21:07:20 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.214.182; envelope-from=rwstracy@gmail.com Received: by mail-ob0-f182.google.com with SMTP id wm4so2459108obc.27 for ; Wed, 06 Aug 2014 18:06:46 -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=akeqOl3O8bFu+ud0OFymUkvnVgp9PZfAz2WOIxONZTY=; b=QGlSi4wnnEJwDTasE7QnL5RfiPORZNlx4eFXtzSWBtQzvljy8ziq38DmHFMHZx5raK PyWqrLZvBSRkpwFPhfrgyVQZVAPwGCMGJOaWi2Skxb033dQnLFsmfCxjh0V/x4+a3jHO LuDqO55J6KpXhfWCQG/MGS6Pa1TpsegMii6cHAEQEsBZEbyjZFj2JXoY1fSlH6ylNntE 5B0khXVb47OfO9sgt5mfd/F4zo8O76lWP82nuMWnMCUBE7a8r+wKenZpvfR0UF2ujSkO ZX19RFMfhUkFE3A8GITmpvjW3da5majQlQSL+YDixrS2domLQG5k4cm2mrS8OTIHSXPZ 4I/w== X-Received: by 10.60.84.132 with SMTP id z4mr19391340oey.39.1407373606084; Wed, 06 Aug 2014 18:06:46 -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 du7sm10461016oeb.0.2014.08.06.18.06.44 for (version=TLSv1 cipher=ECDHE-RSA-RC4-SHA bits=128/128); Wed, 06 Aug 2014 18:06:44 -0700 (PDT) Content-Type: multipart/alternative; boundary=Apple-Mail-B52994C6-4F64-4563-8E29-552DADBDE649 Content-Transfer-Encoding: 7bit Subject: Re: [FlyRotary] Heated Seats References: In-Reply-To: Message-Id: <10320B57-2AB7-4030-9C9B-F941B0D511F0@gmail.com> Date: Wed, 6 Aug 2014 18:37:15 -0600 To: Rotary motors in aircraft Mime-Version: 1.0 (1.0) X-Mailer: iPad Mail (11D257) --Apple-Mail-B52994C6-4F64-4563-8E29-552DADBDE649 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: quoted-printable Sounds like the perfect solution Dave. I wondered what results were using w= ater or oil. I'm relieved not to have to even think about doing the plumbin= g either would involve. Will go shopping for the seats and look for the spe= cs but do you know the current draw off hand? Tracy Sent from my iPad > On Aug 6, 2014, at 13:35, "David Leonard" wr= ote: >=20 > Hi Tracy, thanks for the trip report!. >=20 > The rotary is hard to get cabin heat. The exhaust is bigger diameter than= most aircraft exhaust, so off the shelf heat muffs are hard to come by, not= to mention difficult to fit (finding space) and potentially dangerous. I h= ave had poor success at getting sufficient heat off the oil or water cooler.= So besides sealing up cabin leaks, I found the soulution, heated seats.=20= >=20 > Got these on Amazon for $45 for TWO seats. Installed in a couple of hours= . Work great. My tush can only take the high setting for 20 min or so. Ma= kes all the difference. >=20 > http://www.amazon.com/gp/product/B005PJ334G >=20 > Dave Leonard > Turbo Rotary RV-6 N4VY >=20 >=20 >=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-B52994C6-4F64-4563-8E29-552DADBDE649 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
Sounds like the perfect solution Dave.=  I wondered what results were using water or oil.  I'm relieved n= ot to have to even think about doing the plumbing either would involve. &nbs= p;Will go shopping for the seats and look for the specs but do you know the c= urrent draw off hand?

Tracy

Sent from my iPa= d

On Aug 6, 2014, at 13:35, "David Leonard" <flyrotary@lancaironline.net> wrote:<= br>
Hi Tracy, thank= s for the trip report!.

The rotary is hard to get cabin h= eat.  The exhaust is bigger diameter than most aircraft exhaust, so off= the shelf heat muffs are hard to come by, not to mention difficult to fit (= finding space) and potentially dangerous.  I have had poor success at g= etting sufficient heat off the oil or water cooler.  So besides sealing= up cabin leaks, I found the soulution, heated seats. 

Got these on Amazon for $45 for TWO seats.  Install= ed in a couple of hours.  Work great.  My tush can only take the h= igh setting for 20 min or so.  Makes all the difference.

=

Dave Leonard
Turbo Rotary RV-6 N4VY
=



On Wed, Aug 6, 2014 at 11:38 AM, Tracy <flyrotary@lancaironli= ne.net> wrote:
Here's some trip data from a flight from Florida to Colorado i= n the 20B powered RV-8.    It's the first long trip where I was ab= le 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 goo= d or slightly better than the typical Lycoming powered RV numbers I hear. &n= bsp; It is only slightly faster than my Renesis powered RV-4 at cruise condi= tions and reasonable fuel flow.  But what I like about it is the effort= lessness with which it does the job.  There is always a handful of thro= ttle 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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