X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from omr-d01.mx.aol.com ([205.188.252.208] verified) by logan.com (CommuniGate Pro SMTP 6.0.7) with ESMTPS id 6543573 for lml@lancaironline.net; Wed, 16 Oct 2013 17:13:35 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.252.208; envelope-from=Sky2high@aol.com Received: from mtaomg-db04.r1000.mx.aol.com (mtaomg-db04.r1000.mx.aol.com [172.29.51.202]) by omr-d01.mx.aol.com (Outbound Mail Relay) with ESMTP id EE9AE70057A67 for ; Wed, 16 Oct 2013 17:13:01 -0400 (EDT) Received: from core-mtc003a.r1000.mail.aol.com (core-mtc003.r1000.mail.aol.com [172.29.235.9]) by mtaomg-db04.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id ADEDBE000089 for ; Wed, 16 Oct 2013 17:13:01 -0400 (EDT) From: Sky2high@aol.com Full-name: Sky2high Message-ID: Date: Wed, 16 Oct 2013 17:13:01 -0400 (EDT) Subject: Re: [LML] LOP power To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_be57.2378919c.3f905b5d_boundary" X-Mailer: AOL 9.6 sub 168 X-Originating-IP: [67.175.156.123] x-aol-global-disposition: G DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=mx.aol.com; s=20121107; t=1381957981; bh=bO2FvZP+Vta01KCKIsoDcMOsBFxJ7PGbeJzLMBLdK1s=; h=From:To:Subject:Message-ID:Date:MIME-Version:Content-Type; b=vsZLYmm0bni9uw/4wZu/08CfGeKvzxYa9adwaiEo8KsDFM+hIvgtTmc5oCNr4JO7r VtKyIcOTuX6yGGCVoMMAtipbJnN6DQtNC6r0/G1RUAacAr/XFxC4G1s54/dgHSedl1 1gckf0wjpTVqQfUXaAwaYg/u/oYE5UQG27n3qhoE= x-aol-sid: 3039ac1d33ca525f015d30c5 --part1_be57.2378919c.3f905b5d_boundary Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en Chris, =20 Below are a couple of old emails with some data. I know there are more -= =20 I just have no idea what the topic was.................... =20 =20 Scott=20 =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=20 Efficient little suckers, aren't they?=20 I don't have any recent precisely comparable numbers but here are some=20 from my April trip to SNF (actually, the return, 30 minutes NW of KGAD):= =20 WOT, 10550 MSL, 11360 Dalt, 10C, 21.5" MAP, 2500 RPM, ~100F ROP, 8.3 GPH,= =20 27 DBTDC =3D=3D=3D 168 KIAS, 198 KTAS, 193 Kts Ground Speed. I was in a hu= rry to=20 get home.=20 The previous April on my way to Austin, TX (to 3R9 from KARR, I did not=20 want to stop for fuel) and over Lebanon, MO:=20 WOT, 8500 MSL, 8240 Dalt, 2C, 23.3" MAP, 2480 RPM, ~20-30F LOP, 6.9 GPH,= =20 timing not recorded =3D=3D=3D 171 KIAS, 193 KTAS, 208 Kts Ground Speed. B= lock to=20 Block 4 hr 25 min and 31 gallons used (avg 7.05 GPH over 826 NM and 30.7 S= M=20 per Gallon). Wow!=20 Scott Krueger=20 IO 320=20 TAS is from my on board air data computer.=20 In a message dated 6/25/2010 1:00:17 P.M. Central Daylight Time,=20 lorn@dynacomm.us writes:=20 06/22/10 I was flying from Detroit to Ft Lauderdale at 11,000. With=20 nothing else to do, I thought that I would take a few measurements. Condition LOP Lo ROP Hi --------- -------- --------- 11,000 IA 2,350RPM 2,700 RPM 13,000 DA 19.3"MP 19.8"MP 30.08 "Hg 6.0 GPH 8.6 GPH 12=C2=B0C temp 139 kts IAS 152 kts IAS 35=C2=B0F dewpt? 168 kts TAS 183 kts TAS 1,670 lbs For a 43% increase in fuel, a 9% increase in airspeed doesn't sound like= =20 much. However, 183 kts airspeed at 13,000 ft density altitude, no matter h= ow=20 you do it, is great. The LOP reading at .435 BSFC comes out to HP =3D 36 * 6 * .435 =3D 94.0 HP= or=20 94.0 / 160 =3D 59% power. Comments appreciated. Lorn -- Lorn H. 'Feathers' Olsen, MAA, ASMEL, ASES, Comm, Inst DynaComm, Corp., 248-345-0500, mailto:lorn@dynacomm.us LNC2, FB90/92, O-320-D1F, 1,700 hrs, N31161, Y47, SE Michigan -- For archives and unsub =20 http://mail.lancaironline.net:81/lists/lml/List.html=20 =20 The flight was flown to 3R9 at 8500 MSL, WOT, LOP (eliminated a fuel stop)= =20 with the XM radio providing more entertainment than the interruptions from= =20 ATC could. 4.3 hours to 3R9 (Lakeway airpark, about 15 west of Austin),= =20 covering 951 statute miles and consuming slightly less than 31 gal for 31= =20 mpg at an average GS of over 222 mph (43 gallon max capacity). My son=20 picked me up for the 30 minute drive to his house. About 5.8 hours,=20 door-to-door.=20 The next day=E2=80=99s return was similarly conducted under blue skies at = 9500 MSL=20 (avg 12 mph headwind instead of the 14 mph tailwind enjoyed on the way=20 down) and, after a nice landing, I got the luggage from the carousel=20 (cockpit), pitched it in the car and was on my way home in amoment (no bu= gs to=20 clean off yet!).=20 For those interested in stats, heading north around Fort Smith, AR:=20 @ 9500 MSL (baro =3D 29.92, 10C OAT), 10600 density altitude. 166 KIAS, 1= 93=20 KTAS, 186 Kt Ground Speed. WOT, 22=E2=80=9D MAP, 2490 RPM, 27 Deg BTDC, = 6.9 GPH.=20 CHTs =3D 320F to 340F and EGTs =3D 1370F to 1410F with the first to peak= =20 running at 30F LOP.=20 I took regular readings, observed certain environmental changes and made = =20 adjustments.=20 Maintaining same MSL while baro decreased and as OAT decreased: IAS/TAS=20 increased slightly, Density Altitude decreased, Mixture (fuel flow) increa= sed=20 to keep LOP EGT temp the same. Also, as speed increased, AOA decreased. = =20 The air mass change was to drier air and as OAT decreased so did the CHTs= =20 by as much as 30F (+13C to 0C at altitude, a 23 F spread).=20 The oil cooler air door was adjusted to keep the oil temps between 175F=20 and 180F.=20 On the trip down, as the OAT and density altitude increased, the fuel flow= =20 was slightly reduced to keep the LOP EGT the same. Interesting.=20 I chose to fly LOP to eliminate a fuel stop and even though the FF was=20 maybe 2 gph less than best power, the KTAS was always above 190 Kts. Try = that=20 in a spam-can.=20 =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =20 In a message dated 10/16/2013 12:05:43 P.M. Central Daylight Time, =20 chris_zavatson@yahoo.com writes: =20 What is the minimum expected power loss between running ROP best power and= =20 LOP operation? I understand the more LOP you are, the lower the power. = =20 I am trying to get some ball park values for performance calcs. thanks, Chris Zavatson N91CZ 360std http://www.n91cz.net/ --part1_be57.2378919c.3f905b5d_boundary Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en
Chris,
 
Below are a couple of old emails with some data.  I know=20 there are more - I just have no idea what the topic=20 was....................
 

Sco= tt

 

=3D= =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D

 

Efficien= t=20 little suckers, aren't they?

 

I don't = have=20 any recent precisely comparable numbers but here are some from my Apri= l=20 trip to SNF (actually, the return, 30 minutes NW of KGAD):

 

WOT, 105= 50 MSL,=20 11360 Dalt, 10C, 21.5" MAP, 2500 RPM, ~100F ROP, 8.3 GPH, 27 DBTDC =3D= =3D=3D 168=20 KIAS, 198 KTAS, 193 Kts Ground Speed. I was in a hurry to get=20 home.

 

The prev= ious=20 April on my way to Austin, TX (to 3R9 from KARR, I did not want to stop for= =20 fuel) and over Lebanon, MO:

 

WOT, 850= 0 MSL,=20 8240 Dalt, 2C, 23.3" MAP, 2480 RPM, ~20-30F LOP, 6.9 GPH, timing not record= ed=20 =3D=3D=3D 171 KIAS, 193 KTAS, 208 Kts Ground Speed.  Block to Block 4 = hr 25 min=20 and 31 gallons used (avg 7.05 GPH over 826 NM and 30.7 SM pe= r=20 Gallon).  Wow!

 

Scott=20 Krueger

IO=20 320

TAS is f= rom my=20 on board air data computer.

 

In a mes= sage=20 dated 6/25/2010 1:00:17 P.M. Central Daylight Time, lorn@dynacomm.us=20 writes:

06/22/10= I was=20 flying from Detroit to Ft Lauderdale at 11,000. With nothing else to do, I= =20 thought that I would take a few measurements.

   =20 Condition   LOP Lo      ROP Hi
   =20 ---------   --------    ---------
    11,0= 00=20 IA   2,350RPM    2,700 RPM
    13,000=20 DA   19.3"MP     19.8"MP
    30.08=20 "Hg   6.0 GPH     8.6 GPH
    12=C2= =B0C=20 temp   139 kts IAS 152 kts IAS
    35=C2=B0F dewpt? = 168 kts=20 TAS 183 kts TAS
    1,670 lbs

For a 43% increase in fue= l, a=20 9% increase in airspeed doesn't sound like much. However, 183 kts airspeed = at=20 13,000 ft density altitude, no matter how you do it, is great.

The L= OP=20 reading at .435 BSFC comes out to HP =3D 36 * 6 * .435 =3D 94.0 HP or 94.0 = / 160 =3D=20 59% power.

Comments appreciated.

Lorn

--
Lorn H.=20 'Feathers' Olsen, MAA, ASMEL, ASES, Comm, Inst
DynaComm, Corp., 248-345-= 0500,=20 mailto:lorn@dynacomm.us
LNC2, FB90/92, O-320-D1F, 1,700 hrs, N31161, Y47= , SE=20 Michigan


--
For archives and unsub=20 http://mail.lancaironline.net:81/lists/lml/List.html

 

=  

 

The=20 flight was flown to 3R9 at 8500 MSL, WOT, LOP (eliminated a fuel stop) with= the=20 XM radio providing more entertainment than the interruptions from ATC=20 could.  4.3 hours to 3R9 (Lak= eway=20 airpark, about 15 west of Austin), covering 951 statute miles and consuming= =20 slightly less than 31 gal for 31 mpg at an average GS of over 222 mph (43 g= allon=20 max capacity).  My son picked= me up=20 for the 30 minute drive to his house.&nbs= p;=20 About 5.8 hours, door-to-door.

 

The=20 next day=E2=80=99s return was similarly conducted under blue skies at 9500 = MSL (avg 12=20 mph headwind instead of the 14 mph tailwind enjoyed on the way down) and, a= fter=20 a nice landing, I got the luggage from the carousel (cockpit), pitched it i= n the=20 car and was on my way home in  amoment (no bugs to clean off=20 yet!).

 

For=20 those interested in stats, heading north around Fort Smith,=20 AR:

 

@=20 9500 MSL (baro =3D 29.92, 10C OAT), 10600 density altitude.  166 KIAS, 193 KTAS, 186 Kt Ground= =20 Speed.  WOT, 22=E2=80=9D MAP,= 2490 RPM, 27=20 Deg BTDC, 6.9 GPH.  CHTs =3D = 320F to=20 340F and EGTs =3D 1370F to 1410F with the first to peak running at 30F=20 LOP.

 

I=20 took regular readings, observed certain environmental changes and made= =20 adjustments.

 

Maintaining=20 same MSL while baro decreased and as OAT decreased: IAS/TAS increased sligh= tly,=20 Density Altitude decreased, Mixture (fuel flow) increased to keep LOP EGT t= emp=20 the same.  Also, as speed inc= reased,=20 AOA decreased.  The air mass = change=20 was to drier air and as OAT decreased so did the CHTs by as much as 30F (+1= 3C to=20 0C at altitude, a 23 F spread).

 

The=20 oil cooler air door was adjusted to keep the oil temps between 175F and=20 180F.

 

On=20 the trip down, as the OAT and density altitude increased, the fuel flow was= =20 slightly reduced to keep the LOP EGT the same.  Interesting.

 

I=20 chose to fly LOP to eliminate a fuel stop and even though the FF was maybe = 2 gph=20 less than best power, the KTAS was always above 190 Kts.  Try that in a=20 spam-can.

 

=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= =3D=3D=3D=3D=3D

In a message dated 10/16/2013 12:05:43 P.M. Central Daylight Time,=20 chris_zavatson@yahoo.com writes:
=
 
What is=20 the minimum expected power loss between running ROP best power and LOP=20 operation?  I understand th= e more=20 LOP you are, the lower the power. = =20 I am trying to get some ball park values for performance=20 calcs.
thanks,
Chris Zavatson
N91CZ
360std
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