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 number of heated seat failures comes from cust. nealing on the seats to do whatever, element breakages are main failure mode. With that being said, I have the elements, switch & relay to install on my RV6A some day.    David R. Cook ASE Auto Tech 36 years, RV6A Rotary.

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From: "Fly rotary blog, e-mail" <flyrotary@lancaironline.net>
To: "Fly rotary blog, e-mail" <flyrotary@lancaironline.net>
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 distribution

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

Deluxe illuminated Dual Temperature High/Off/Low Round Switch

Dual Temperature Control System Electronic thermostat (built into each pad) regulates the electricity / temperature circulating within the carbon fiber seat heating pad. This system regulates the flow of power and maintains a narrower temperature range whether in a high or low setting.

Example: The high setting will have a constant range between 140°F to 145°F. The low setting ranges between 120°F to 125°F. These respective temperatures are maintained at these respective levels.

Included in the wiring harness is a relay that controls the power / 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@lancaironline.net]
Sent: Wednesday, August 06, 2014 7:37 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Heated Seats

 

Sounds like the perfect solution Dave.  I wondered what results were using water or oil.  I'm relieved not to have to even think about doing the plumbing either would involve.  Will go shopping 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 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 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.  Installed in a couple of hours.  Work great.  My tush can only take the high setting for 20 min or so.  Makes all the difference.

 

http://www.amazon.com/gp/product/B005PJ334G

 

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 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 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.  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 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 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 with 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
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