X-Virus-Scanned: clean according to Sophos on Logan.com From: "Steven W. Boese" Received: from [207.46.163.206] (HELO na01-bl2-obe.outbound.protection.outlook.com) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 7084130 for flyrotary@lancaironline.net; Fri, 08 Aug 2014 03:17:10 -0400 Received-SPF: none receiver=logan.com; client-ip=207.46.163.206; envelope-from=SBoese@uwyo.edu Received: from BL2PR05MB099.namprd05.prod.outlook.com (10.255.232.17) by BL2PR05MB004.namprd05.prod.outlook.com (10.255.228.153) with Microsoft SMTP Server (TLS) id 15.0.1005.10; Fri, 8 Aug 2014 07:16:21 +0000 Received: from BL2PR05MB098.namprd05.prod.outlook.com (10.255.232.15) by BL2PR05MB099.namprd05.prod.outlook.com (10.255.232.17) with Microsoft SMTP Server (TLS) id 15.0.1005.10; Fri, 8 Aug 2014 07:16:20 +0000 Received: from BL2PR05MB098.namprd05.prod.outlook.com ([169.254.2.112]) by BL2PR05MB098.namprd05.prod.outlook.com ([169.254.2.112]) with mapi id 15.00.1005.008; Fri, 8 Aug 2014 07:16:20 +0000 To: Rotary motors in aircraft Subject: RE: [FlyRotary] Re: Trip report Thread-Topic: [FlyRotary] Re: Trip report Thread-Index: AQHPscMjVu6J6mPinUua91W5fV+nj5vGO+Jk Date: Fri, 8 Aug 2014 07:16:20 +0000 Message-ID: <1407482179517.45739@uwyo.edu> References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: x-originating-ip: [70.196.194.189] x-microsoft-antispam: BCL:0;PCL:0;RULEID:;UriScan:;UriScan:; x-forefront-prvs: 02973C87BC x-forefront-antispam-report: SFV:NSPM;SFS:(377454003)(51914003)(52604005)(24454002)(189002)(199002)(83072002)(86362001)(107046002)(77096002)(36756003)(46102001)(76482001)(85852003)(81542001)(85306004)(2656002)(19625215002)(64706001)(81342001)(75432001)(16236675004)(110136001)(105586002)(79102001)(107886001)(89122001)(4396001)(106116001)(77982001)(106356001)(20776003)(16297215004)(15202345003)(101416001)(19627405001)(21056001)(74502001)(74662001)(99396002)(31966008)(99286002)(54356999)(95666004)(83322001)(50986999)(19580395003)(76176999)(87936001)(92566001)(88552001)(15975445006)(19580405001)(80022001)(19617315012)(19625305001)(66066001)(92726001)(80792004);DIR:OUT;SFP:;SCL:1;SRVR:BL2PR05MB099;H:BL2PR05MB098.namprd05.prod.outlook.com;FPR:;MLV:sfv;PTR:InfoNoRecords;MX:1;LANG:en; Content-Type: multipart/alternative; boundary="_000_140748217951745739uwyoedu_" MIME-Version: 1.0 Return-Path: SBoese@uwyo.edu X-Microsoft-Antispam: BCL:0;PCL:0;RULEID:; X-OriginatorOrg: uwyo.edu --_000_140748217951745739uwyoedu_ Content-Type: text/plain; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable Bill, I just returned from a XC trip from Laramie, WY to Kalispell, Mt to Benson,= MN and back to Laramie. 2054 nm 14.8 hr in flight 116.5 gal mogas which calculates to: 7.87 gal/hr fuel burn 17.6 nm/gal or 20.3 sm/gal 139 Kt TAS or 160 mph other cruise parameters: OAT 45-50 deg 9500 - 12500 ft msl 5600-5700 engine rpm, 2.18 gear ratio 69" Warp Drive 3-blade ground adjustable prop with aft side of prop tip set= to 16.5 degrees 18" MAP EGT of ~1650 deg, narrow band O2 sensors offscale 190 deg coolant temp (thermostat controlled) 185 deg oil temp (inlet door controlled) winds aloft were not much of a factor The procedure to buy Mogas at Stanford, MT (S64) was unusual: Land at the = airport, taxi out of the airport and turn right onto US highway 87, turn le= ft at the Sinclair gas station, maneuver to the pump, and ignore the bewild= ered motorists. Steve Boese RV6A, 1986 13B NA, RD1A, EC2 ________________________________ From: Rotary motors in aircraft on behalf of = Bill Bradburry Sent: Wednesday, August 06, 2014 4:08 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Trip report Mark, 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? 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 PS= RU and the MT electric 3 blade c/s prop. I was getting 161-163 knots(185-1= 88 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 W= OT in order to reduce pumping losses in the engine and I use the prop to co= ntrol the engine rpm and therefore power. The only time I use the throttle= to control the engine power is as I approach the airport for landing. Any others with performance numbers on their flying airplane? Ed, we haven=92t heard from you in a while, how are you doing? Bill ________________________________ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] Sent: Wednesday, August 06, 2014 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 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 psru= , M/T electric 3-blade c/s prop. Mark S. 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 pow= ered 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 term= s 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. The= re is always a handful of throttle left for reserve in any normal flight si= tuation. Full throttle is reserved for those few seconds between rudder effectivenes= s 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 1= 8 and 19" depending on takeoff weight at around 700 FPM. Cruise altitude wa= s limited to 15,000 this trip by temperature. I wasn't thinking and wore on= ly 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 zer= o 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 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 = 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 -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.ht= ml --_000_140748217951745739uwyoedu_ Content-Type: text/html; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable

Bill,

 

I just returned from a XC trip from Laramie, WY to Kalispell, Mt to Bens= on, MN and back to Laramie.

2054 nm

14.8 hr in flight

116.5 gal mogas

which calculates to:

7.87 gal/hr fuel burn

17.6 nm/gal or 20.3 sm/gal

139 Kt TAS or 160 mph

other cruise parameters:

OAT 45-50 deg

9500 - 12500 ft msl

5600-5700 engine rpm, 2.18 gear ratio

69" Warp Drive 3-blade ground adjustable prop with aft side of= prop tip set to 16.5 degrees

18" MAP

EGT of ~1650 deg, narrow band O2 sensors offscale

 190 deg coolant temp (thermostat controlled)

185 deg oil temp (inlet door controlled)

winds aloft were not much of a factor

 

The procedure to buy Mogas at Stanford, MT (S64) was unusual:  Land= at the airport, taxi out of the airport and turn right onto US highway 87,= turn left at the Sinclair gas station, maneuver to the pump, and ignore th= e bewildered motorists.

 

Steve Boese
RV6A, 1986 13B NA, RD1A, EC2

From: Rotary motors in ai= rcraft <flyrotary@lancaironline.net> on behalf of Bill Bradburry <= flyrotary@lancaironline.net>
Sent: Wednesday, August 06, 2014 4:08 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Trip report
 

Mark,

 <= /font>

I suppose that= your prop speed limits your engine rpm to about 6100 max?   At 8= 000-10000 ft, can you go WOT without over speeding your prop?  If you can and have, what TAS and fuel burn do you get?=

 <= /font>

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

 <= /font>

Any others wit= h performance numbers on their flying airplane?

 <= /font>

Ed, we haven= =92t heard from you in a while, how are you doing?

 <= /font>

Bill

 <= /font>

From: Rotary motors in aircraft [mailto:flyrotary@lancaironline= .net]
Sent: Wednesday, August 06= , 2014 3:58 PM
To: Rotary motors in aircr= aft
Subject: [FlyRotary] Re: T= rip report

 

Tracy,

Thanks for posting your numbers. I typically fly bel= ow 10,000, but at 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.

 <= /p>

On Wed, Aug 6, 2014 at 1:38 PM, Tracy <flyrotary@lancaironl= ine.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 econom= y 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 powe= red 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 reser= ve in any normal flight situation.

Full throttle is reserved for those few seconds between rudder effectivenes= s 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 betw= een 18 and 19" depending on takeoff weight at around 700 FPM. Cruise altitude was limited to 15,000 this trip by temp= erature. I wasn't thinking and wore only a thin jacket and I don't have cab= in heat. All three legs were flown at 14,500 in a very unusual high pressur= e 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 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 = had ethanol or not but TAS was a few MPH better. After refueling at 47K in Kansas with no ethanol mogas, th= e TAS reached the highest number.

Tracy

Sent from my iPad
--
Homepage: http://ww= w.flyrotary.com/
Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.html

 

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