X-Virus-Scanned: clean according to Sophos on Logan.com From: "Charlie England" Received: from mail-we0-f182.google.com ([74.125.82.182] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 7084446 for flyrotary@lancaironline.net; Fri, 08 Aug 2014 08:27:00 -0400 Received-SPF: pass receiver=logan.com; client-ip=74.125.82.182; envelope-from=ceengland7@gmail.com Received: by mail-we0-f182.google.com with SMTP id k48so5566699wev.41 for ; Fri, 08 Aug 2014 05:26:24 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20120113; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; bh=lLV0Qqt+RFP9YyyYqx2sHV1Io0YD9ikzvKjNIigLbmA=; b=WW8QEGPMj6dnanwlqMDl1/piDNinBS6XQG3GNqNAtAvPWXuNnQuqYM+iOC3S4KMGfq vA+KcM1j6FMMovKUhsJTzpgPBxDo7AhKk65YbAXghSqOBOYLm6Jxw2pm4bX5/DIdqF3z Et9V5LYqA0xamCKfNOCrTcskLmNyWfUbQ2oknyJVqt2issyK2YUTkiNMR0dCJSseqhmz /Z4bhTee4YUI7gqh24uifmahOZSP0OkWSMCI9mX6deHAudn5DI+EUlUAkvlSHyC59wqJ wL4wJvGQapjpSF/eZxP6cCjsidItvXele7OwLo4xvMcjUxPgB6bIVJeJPvpR3D16j5Wd hGZA== MIME-Version: 1.0 X-Received: by 10.180.95.135 with SMTP id dk7mr3855882wib.68.1407500784432; Fri, 08 Aug 2014 05:26:24 -0700 (PDT) Received: by 10.216.186.196 with HTTP; Fri, 8 Aug 2014 05:26:24 -0700 (PDT) In-Reply-To: References: Date: Fri, 8 Aug 2014 07:26:24 -0500 Message-ID: Subject: Re: [FlyRotary] Re: Trip report To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=f46d0444eec746fd7f05001d501f --f46d0444eec746fd7f05001d501f Content-Type: text/plain; charset=UTF-8 Content-Transfer-Encoding: quoted-printable Gotta love it. :-) Any progress on the Renesis project? Charlie On Fri, Aug 8, 2014 at 2:16 AM, Steven W. Boese wrote: > 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 th= e > 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 the > bewildered 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 y= ou > can 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 PSRU and the MT electric 3 blade c/s prop. I was getting 161-163 > knots(185-188 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 WOT in order to reduce pumping losses in the engine and= I > use the prop to control the engine rpm and therefore power. The only tim= e > I use the throttle to control the engine power is as I approach the airpo= rt > for landing. > > > > Any others with performance numbers on their flying airplane? > > > > Ed, we haven=E2=80=99t 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 > 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. > > > > 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 > 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 i= n > terms of fuel economy but the numbers were as good or slightly better tha= n > the typical Lycoming powered RV numbers I hear. It is only slightly faste= r > than my Renesis powered RV-4 at cruise conditions and reasonable fuel flo= w. > 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 flig= ht > 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 thr= ee > legs were flown at 14,500 in a very unusual high pressure system the whol= e > 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 pla= ce > (Thanks for the hospitality and fuel service Charlie!). Not sure wether i= t > had ethanol or not but TAS was a few MPH better. After refueling at 47K i= n > 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.html > > > --f46d0444eec746fd7f05001d501f Content-Type: text/html; charset=UTF-8 Content-Transfer-Encoding: quoted-printable
Gotta love it. :-)

Any progress on the = Renesis project?

Charlie


On Fri, Aug 8, 2014 at 2:16= AM, Steven W. Boese <flyrotary@lancaironline.net>= wrote:

Bill,

=C2=A0

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=C2=A0aft side of= prop tip set to 16.5 degrees

18" MAP

EGT of ~1650 deg, narrow band O2 sensors offscale

=C2=A0190 deg coolant temp (thermostat controlled)

185 deg oil temp (inlet door controlled)

winds aloft were not much of a factor

=C2=A0

The procedure to buy Mogas at Stanford, MT (S64) was unusual:=C2=A0 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.

=C2=A0

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

From: Rotary motors in aircraft <flyrotary@lancaironlin= e.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
=C2=A0

Mark,

=C2=A0

I suppose that your prop speed = limits your engine rpm to about 6100 max? =C2=A0=C2=A0At 8000-10000 ft, can= you go WOT without over speeding your prop?=C2=A0 If you can and have, what TAS and fuel burn do you get?=

=C2=A0

When I moved my plane from Flor= ida to Texas, I could only get to about 2000-3000 ft due to ceiling and hea= dwinds.=C2=A0 I have the Renesis with the 2.85 PSRU and the MT electric 3 blade c/s prop.=C2=A0 I was getti= ng 161-163 knots(185-188 mph) TAS with WOT, 6000 rpm, burning 9-10 gpm.=C2= =A0 I had the engine leaned to an A/F ratio of 16 using the wide band O2 se= nsor.=C2=A0 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.=C2=A0 The only time I use the throttle to contr= ol the engine power is as I approach the airport for landing.=

=C2=A0

Any others with performance num= bers on their flying airplane?

=C2=A0

Ed, we haven=E2=80=99t heard fr= om you in a while, how are you doing?

=C2=A0

Bill

=C2=A0

From: Rotary motor= s in aircraft [mailto:flyrotary@lancaironline.net]
Sent: Wednesday, August 06, = 2014 3:58 PM
To: Rotary motors in aircraf= t
Subject: [FlyRotary] Re: Tri= p report

=C2=A0

Tracy,

Thanks for posting your numbers. I typically fly below= 10,000, but at the same rpm, higher MAP. Typical cruise is 195-200 mph, bu= rning 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.

=C2=A0

On Wed, Aug 6, 2014 at 1:38 PM, Tracy <flyrotary@lancaironlin= e.net> wrote:

Here's some trip data from a flight from Florida t= o Colorado in the 20B powered RV-8. It's the first long trip where I wa= s 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 ec= onomy but the numbers were as good or slightly better than the typical Lyco= ming 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 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 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 w= ith Florida gas with about 8% ethanol. Refueled at Charlie England's pl= ace (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

=C2=A0


--f46d0444eec746fd7f05001d501f--