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Steve,
Did you use flight following? What is
your tail number?
Bill
From: Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net]
Sent: Friday, August 08, 2014 2:16
AM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: Trip
report
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 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
<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,
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 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 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’t 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
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.
On Wed, Aug 6, 2014 at 1:38 PM, 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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