X-Virus-Scanned: clean according to Sophos on Logan.com From: Received: from qmta02.westchester.pa.mail.comcast.net ([76.96.62.24] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTP id 7082998 for flyrotary@lancaironline.net; Thu, 07 Aug 2014 12:54:53 -0400 Received-SPF: pass receiver=logan.com; client-ip=76.96.62.24; envelope-from=hoursaway1@comcast.net Received: from omta15.westchester.pa.mail.comcast.net ([76.96.62.87]) by qmta02.westchester.pa.mail.comcast.net with comcast id bsmA1o0031swQuc51suJ7C; Thu, 07 Aug 2014 16:54:18 +0000 Received: from resmail-ch2-632v.sys.comcast.net ([162.150.50.156]) by omta15.westchester.pa.mail.comcast.net with comcast id bsuJ1o00c3NCDde3bsuJu2; Thu, 07 Aug 2014 16:54:18 +0000 Date: Thu, 7 Aug 2014 16:54:18 +0000 (UTC) To: "Fly rotary blog, e-mail" Message-ID: <478353013.7267843.1407430458292.JavaMail.root@comcast.net> In-Reply-To: References: Subject: Re: [FlyRotary] Re: Heated Seats MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_Part_7267842_706869631.1407430458291" X-Originating-IP: [::ffff:71.206.105.100] X-Mailer: Zimbra 8.0.3_GA_5664 (ZimbraWebClient - IE9 (Win)/8.0.3_GA_5664) Thread-Topic: Heated Seats Thread-Index: znkSJKUrp6Cn5GUmkABJrvXelQoevQ== DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=comcast.net; s=q20140121; t=1407430458; bh=S6zR9yqGgsm9fnDOo9Bzcve6cfjS7BNIBlCkRvL54jE=; h=Received:Received:Date:From:To:Message-ID:Subject:MIME-Version: Content-Type; b=COgbK4WoqbbHEDoiXullHs53HKEkqJjc2JXzGZ5l1nLv9jO0jm3sKkEk8HRu4U8Vx qFlOWUH+E1IgzwzdJyBxU/bT5eFIa4Vqdv5Ps1Huf5g4rdXyPSRmf/2pM3YNRjgudT AebHLwa7PxDDjDfqY6WnmHPltoOefBOidaSS9xCZa+dm6NYBSJ0xSB34MtXuhl0HER cntwmSueszQ9tCPEiNqqnKNCxa3U4i3zp0VzwIUcWkRXdsOcGArK2rpLz/m7Xd3Fop Jr25zr7Wg5DEVTu+CiDZxvTmdKBrGLDiJfKA0H+KxOJnteITiBBgtoZNnFPeAQSSGF mxBih8TVf4OvA== ------=_Part_7267842_706869631.1407430458291 Content-Type: text/plain; charset=utf-8 Content-Transfer-Encoding: quoted-printable One problem is that with most of our aircraft we have to step onto the seat= to enter cockpit. In the automotive world we have discovered the highest n= umber of heated seat failures comes from cust. nealing on the seats to do w= hatever, element breakages are main failure mode.=C2=A0With that being said= , I have the elements, switch & relay to install on my RV6A some day.=C2=A0= =C2=A0 =C2=A0David R. Cook ASE Auto Tech 36 years, RV6A Rotary.=20 ----- Original Message ----- From: "Fly rotary blog, e-mail" =20 To: "Fly rotary blog, e-mail" =20 Sent: Thursday, August 7, 2014 9:34:08 AM=20 Subject: [FlyRotary] Re: Heated Seats=20 Here is the product description from the web site.=C2=A0 3-5 amps.=20 =C2=A0=20 Carbon Fiber technology, heats up in seconds with even heat distribution=20 3 Year Warranty for the heat pads. 1 Year Warranty for the Electric parts.= =20 Deluxe illuminated Dual Temperature High/Off/Low Round Switch=20 Dual Temperature Control System Electronic thermostat (built into each pad)= regulates the electricity / temperature circulating within the carbon fibe= r seat heating pad. This system regulates the flow of power and maintains a= narrower temperature range whether in a high or low setting.=20 Example: The high setting will have a constant range between 140=C2=B0F to = 145=C2=B0F. The low setting ranges between 120=C2=B0F to 125=C2=B0F. These = respective temperatures are maintained at these respective levels.=20 Included in the wiring harness is a relay that controls the power / tempera= ture of the heating pads from high to low with an in-line fuse. Backrest & = Seat Bottom Heating Pads -- 18" x 11" Pads are approximately 1/32" thick. E= ither pad can be installed in back or bottom.=20 Electrical Specs Wattage: 24~36 Watts per Pad, 48~60 Watts per seat Current= Draw: 3 Amps on Low Heat Setting and 5 Amps on High Setting per Seat. It i= s a 12 V system=20 =C2=A0=20 Bob J. Rogers=20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]=20 Sent: Wednesday, August 06, 2014 7:37 PM=20 To: Rotary motors in aircraft=20 Subject: [FlyRotary] Re: Heated Seats=20 =C2=A0=20 Sounds like the perfect solution Dave. =C2=A0I wondered what results were u= sing water or oil. =C2=A0I'm relieved not to have to even think about doing= the plumbing either would involve. =C2=A0Will go shopping for the seats an= d look for the specs but do you know the current draw off hand?=20 =C2=A0=20 Tracy=20 Sent from my iPad=20 On Aug 6, 2014, at 13:35, "David Leonard" < flyrotary@lancaironline.net > w= rote:=20 Hi Tracy, thanks for the trip report!.=20 =C2=A0=20 The rotary is hard to get cabin heat. =C2=A0The 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= . =C2=A0I have had poor success at getting sufficient heat off the oil or w= ater cooler. =C2=A0So besides sealing up cabin leaks, I found the soulution= , heated seats.=C2=A0=20 =C2=A0=20 Got these on Amazon for $45 for TWO seats. =C2=A0Installed in a couple of h= ours. =C2=A0Work great. =C2=A0My tush can only take the high setting for 20= min or so. =C2=A0Makes all the difference.=20 =C2=A0=20 http://www.amazon.com/gp/product/B005PJ334G=20 =C2=A0=20 Dave Leonard=20 Turbo Rotary RV-6 N4VY=20 =C2=A0=20 =C2=A0=20 =C2=A0=20 On Wed, Aug 6, 2014 at 11:38 AM, Tracy < flyrotary@lancaironline.net > wrot= e:=20 Here's some trip data from a flight from Florida to Colorado in the 20B pow= ered RV-8. =C2=A0 =C2=A0It's the first long trip where I was able to fly at= or near the altitudes it was optimized for. =C2=A0 It didn't do as well as= I had hoped in terms of fuel economy but the numbers were as good or sligh= tly better than the typical Lycoming powered RV numbers I hear. =C2=A0 It i= s only slightly faster than my Renesis powered RV-4 at cruise conditions an= d reasonable fuel flow. =C2=A0But what I like about it is the effortlessnes= s with which it does the job. =C2=A0There is always a handful of throttle l= eft for reserve in any normal flight situation.=20 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 have 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 the raw numbers:= =20 Altitude =C2=A0 =C2=A0 =C2=A0 14,500=20 OAT =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A035 - =C2=A043F=20 TAS =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0174 =C2=A0- =C2=A0 182 = MPH =C2=A0*=20 Fuel Flow =C2=A0 =C2=A0 8 GPH=20 Engine RPM =C2=A05250 - 5450=20 Manifold Pressure =C2=A0 =C2=A014.3"=20 % Power =C2=A0 =C2=A0 =C2=A0 30% =C2=A0 (As calculated by EM3)=20 EGT =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A0 =C2=A01450F=20 Water temp =C2=A0 145 - 150=20 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)=20 Total flight hours on trip =C2=A09.2=20 * =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 better. = =C2=A0 After refueling at 47K in Kansas with no ethanol mogas, the TAS reac= hed the highest number.=20 Tracy=20 Sent from my iPad=20 --=20 Homepage: =C2=A0 http://www.flyrotary.com/=20 Archive and UnSub: =C2=A0 http://mail.lancaironline.net:81/lists/flyrotary/= List.html=20 =C2=A0=20 ------=_Part_7267842_706869631.1407430458291 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
One problem is that with most of our a= ircraft we have to step onto the seat to enter cockpit. In the automotive w= orld we have discovered the highest number of heated seat failures comes fr= om cust. nealing on the seats to do whatever, element breakages are main fa= ilure mode. With that being said, I have the elements, switch & re= lay to install on my RV6A some day.    David R. Cook ASE Aut= o Tech 36 years, RV6A Rotary.

From: "Fly rotary blog, e-mail" <flyrotary@lancaironline.net&g= t;
To: "Fly rotary blog, e-mail" <flyrotary@lancaironline.net&= gt;
Sent: Thursday, August 7, 2014 9:34:08 AM
Subject: = [FlyRotary] Re: Heated Seats

Here is the product description = from the web site.  3-5 amps.

 

Carbon Fiber technology, heats up in seconds with even heat dist= ribution

3 Year Warranty for the heat pads. 1 Year Warranty for the = Electric parts.

Deluxe illuminated Dual Temperature High/Off/Low Rou= nd Switch

Dual Temperature Control System Electronic thermostat (bui= lt into each pad) regulates the electricity / temperature circulating withi= n the carbon fiber seat heating pad. This system regulates the flow of powe= r and maintains a narrower temperature range whether in a high or low setti= ng.

Example: The high setting will have a constant range between 140= =C2=B0F to 145=C2=B0F. The low setting ranges between 120=C2=B0F to 125=C2= =B0F. These respective temperatures are maintained at these respective leve= ls.

Included in the wiring harness is a relay that controls the powe= r / temperature of the heating pads from high to low with an in-line fuse. = Backrest & Seat Bottom Heating Pads -- 18" x 11" Pads are approximately= 1/32" thick. Either pad can be installed in back or bottom.

Electrical Specs Wattage: 24~36 Watts= per Pad, 48~60 Watts per seat Current Draw: 3 Amps on Low Heat Setting and= 5 Amps on High Setting per Seat. It is a 12 V system

 

Bob J. Rogers=

From: Rotary motors in aircraft [mailto:flyrotary@lancai= ronline.net]
Sent: Wednesday, August 06, 2014 7:37 PM
To:<= /B> Rotary motors in aircraft
Subject: [FlyRotary] Re: Heated Sea= ts

 

Sounds like the perfect solution Dave.  I wondere= d what results were using water or oil.  I'm relieved not to have to e= ven think about doing the plumbing either would involve.  Will go shop= ping for the seats and look for the specs but do you know the current draw = off hand?

 

Tracy

Sent from my iPad


On Aug 6, 2014, at 13:35, "David Leonard" <flyrotary@lancaironline.net> wrote= :

Hi Tracy, thanks for the trip report!.

 

The rotary is hard to get cabin heat.  The exhaus= t is bigger diameter than most aircraft exhaust, so off the shelf heat muff= s are hard to come by, not to mention difficult to fit (finding space) and = potentially dangerous.  I have 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. 

 

Got these on Amazon for $45 for TWO seats.  Insta= lled in a couple of hours.  Work great.  My tush can only take th= e high 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@lancaironline.net> wrote:

Here's some trip data from a flight from Florida to Co= lorado 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 number= s 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 effectivene= ss at 30mph and lift off speed at 60.  As soon as the wheels break gro= und I typically reduce manifold pressure to 24".   Cruise climb is don= e at between 18 and 19" depending on takeoff weight at around 700 FPM. &nbs= p;Cruise altitude was limited to 15,000 this trip by temperature.  I w= asn't thinking and wore only a thin jacket and I don't have cabin heat. &nb= sp; All three legs were flown at 14,500 in a very unusual high pressure sys= tem the whole way with almost zero wind.  Here are the raw numbers:
Altitude       14,500
OAT        = ;      35 -  43F
TAS         &nb= sp;    174  -   182 MPH  *
Fuel Flow   &nb= sp; 8 GPH
Engine RPM  5250 - 5450
Manifold Pressure    = ;14.3"
% Power       30%   (As calculated by EM3)EGT              1450F
Water temp &n= bsp; 145 - 150
Oil Temp       160       &n= bsp;(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 s= ervice 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 mo= gas, the TAS reached the highest number.

Tracy

Sent from my i= Pad
--
Homepage:  http://www.flyrotary.= com/
Archive and UnSub:   http://mail.lancaironli= ne.net:81/lists/flyrotary/List.html

 

<= /DIV>

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