X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 13 Jan 2009 16:38:06 -0500 Message-ID: X-Original-Return-Path: Received: from mail03.syd.optusnet.com.au ([211.29.132.184] verified) by logan.com (CommuniGate Pro SMTP 5.2.11) with ESMTPS id 3423490 for lml@lancaironline.net; Tue, 13 Jan 2009 07:54:07 -0500 Received-SPF: pass receiver=logan.com; client-ip=211.29.132.184; envelope-from=fredmoreno@optusnet.com.au Received: from Razzle ([202.139.5.198]) (authenticated sender fredmoreno) by mail03.syd.optusnet.com.au (8.13.1/8.13.1) with ESMTP id n0DCr9Ij003307 for ; Tue, 13 Jan 2009 23:53:19 +1100 From: "Fred Moreno" X-Original-To: "Lancair Mail" Subject: Lancair IV bragging rights X-Original-Date: Tue, 13 Jan 2009 21:52:58 +0900 X-Original-Message-ID: MIME-Version: 1.0 Content-Type: multipart/related; boundary="----=_NextPart_000_00C7_01C975C9.54676BB0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6838 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 Thread-Index: Acl1fdVA31YIFeFoSIi6nPMCXQt9og== Importance: Normal This is a multi-part message in MIME format. ------=_NextPart_000_00C7_01C975C9.54676BB0 Content-Type: multipart/alternative; boundary="----=_NextPart_001_00C8_01C975C9.54676BB0" ------=_NextPart_001_00C8_01C975C9.54676BB0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Now that summer is well established Down Under, I was able to conduct = some more flight testing. The air is smooth, winds gentle, and the bugs have largely abated so the wings don't get heavily peppered during departure = and arrival. =20 =20 Recall that I have been fanatic about reducing parasitic drag on my = Lancair IV, primarily cooling drag, but everywhere else where I thought some = benefit could be gained. I have been doing this mostly for the challenge, but = also to see if I could get my IO-550-powered Lancair IV to cruise at Legacy speeds which are factory-advertised at 240 knots, although I know that = the Reno hot rods go a LOT faster. =20 =20 After an extra thousand hours or so of drag reduction work and fine = tuning, I think I have succeeded.=20 =20 I scrubbed all the bugs off, wiped the dust off the wings, refuelled, = and went flying with a buddy. With 420 pounds of pork and 90 gallons of = fuel our departure weight was 2934 pounds. We picked up only a few new bugs = on the way up to 8500 feet. The density altitude was 9900 feet (ISA+20). =20 =20 The test protocol was simple: set wide open throttle and maximum RPM and then progressively lean the mixture to find the best power point. This yields 80% power, more or less, which is the maximum allowable cruise setting for the IO-550N per the Columbia operating manual. =20 =20 To squeeze every bit of speed out of the airplane, we closed all the air vents, the cowl flaps, and the oil cooler door. I leaned progressively = and recorded data off the Chelton MFD and engine monitor. Recall that I = have carefully calibrated the pitot-static system so that at in the region of = 220 knots IAS the airspeed error is about one knot, the same as the = resolution of the Chelton display. =20 =20 Here is the data I recorded, and below it a plot of TAS vs fuel flow. = At the fuel flow of 15.2 GPH the EGT was nominally 50F lean of peak. From = this point I reduced power by reducing RPM until I got down to 2450 which = Gary Burns advised me is the RPM of best volumetric efficiency for the = IO-550. Note that the percent power is the figure I read off the MVP-50 engine monitor, and it is only approximate because engine monitors do not = correct for mixture changes very well. The maximum CHT was about 330F, and decreased as I went lean of peak. Oil temperature levelled out about = 200F. The data table is shown below.=20 =20 Fuel Flow TAS RPM MP %power =20 21.2 253 2680 23 =20 =20 19 253 =20 =20 =20 =20 18.5 255 =20 =20 =20 =20 17.8 255 =20 =20 =20 =20 16.6 257 =20 =20 =20 =20 15.2 249 2670 22.9 77 50F LOP 14 244 2600 =20 73 =20 13.8 239 2500 =20 70 =20 13 234 2450 =20 68 =20 =20 When TAS is plotted vs. fuel flow, the result is shown below. Note = that the Chelton corrects for both aerodynamic heating and compressibility effects which would otherwise lead to an erroneously high calculation of TAS. =20 =20 I need to do some confirmation testing to see if the data points are reasonably repeatable, but I think I can claim 255 knots/293 MPH. :-) =20 Now I need to do some more tweaking to see if I can get 300 MPH. The = next step is to reduce the cooling air exit area because the engine runs a = bit too cool even with the cowl flaps fully closed. Then I will start = tweaking with exhaust pipe nozzles. =20 =20 Stay tuned. =20 Fanatic Fred ------=_NextPart_001_00C8_01C975C9.54676BB0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Now that summer is well established Down Under, I was = able to conduct some more flight testing.  The air is smooth, winds = gentle, and the bugs have largely abated so the wings don’t get heavily = peppered during departure and arrival. 

 

Recall that I have been fanatic about reducing = parasitic drag on my Lancair IV, primarily cooling drag, but everywhere else where = I thought some benefit could be gained.  I have been doing this = mostly for the challenge, but also to see if I could get my IO-550-powered Lancair = IV to cruise at Legacy speeds which are factory-advertised at 240 knots, = although I know that the Reno hot rods go a LOT = faster. 

 

After an extra thousand hours or so of drag reduction = work and fine tuning, I think I have succeeded.

 

I scrubbed all the bugs off, wiped the dust off the = wings, refuelled, and went flying with a buddy.  With 420 pounds of pork and 90 = gallons of fuel our departure weight was 2934 pounds.  We picked up only a few = new bugs on the way up to 8500 feet.  The density altitude was 9900 feet (ISA+20). 

 

The test protocol was simple: set wide open throttle = and maximum RPM and then progressively lean the mixture to find the best = power point.  This yields 80% power, more or less, which is the maximum allowable cruise setting for the IO-550N per the Columbia operating manual.  =

 

To squeeze every bit of speed out of the airplane, we = closed all the air vents, the cowl flaps, and the oil cooler door.  I = leaned progressively and recorded data off the Chelton MFD and engine monitor.  Recall = that I have carefully calibrated the pitot-static system so that at in the = region of 220 knots IAS the airspeed error is about one knot, the same as the = resolution of the Chelton display. 

 

Here is the data I recorded, and below it a plot of = TAS vs fuel flow.  At the fuel flow of 15.2 GPH the EGT was nominally 50F = lean of peak.  From this point I reduced power by reducing RPM until I got = down to 2450 which Gary Burns advised me is the RPM of best volumetric = efficiency for the IO-550.  Note that the percent power is the figure I read off = the MVP-50 engine monitor, and it is only approximate because engine monitors do = not correct for mixture changes very well.  The maximum CHT was about = 330F, and decreased as I went lean of peak.  Oil temperature levelled out = about 200F.  The data table is shown below.

 

Fuel = Flow

TAS

RPM

MP

%power

 

21.2

253

2680

23

 

 

19

253

 

 

 

 

18.5

255

 

 

 

 

17.8

255

 

 

 

 

16.6

257

 

 

 

 

15.2

249

2670

22.9

77

50F LOP

14

244

2600

 

73

 

13.8

239

2500

 

70

 

13

234

2450

 

68

 

 

When TAS is plotted vs. fuel flow, the result is = shown below.   Note that the Chelton corrects for both aerodynamic = heating and compressibility effects which would otherwise lead to an erroneously = high calculation of TAS.

 

 

I need to do some confirmation testing to see if the = data points are reasonably repeatable, but I think I can claim 255 knots/293 MPH.  J

 

Now I need to do some more tweaking to see if I can = get 300 MPH.   The next step is to reduce the cooling air exit area = because the engine runs a bit too cool even with the cowl flaps fully closed. =   Then I will start tweaking with exhaust pipe nozzles.  =

 

Stay tuned.

 

Fanatic Fred

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