Below are a couple of old emails with some data. I know
there are more - I just have no idea what the topic
was....................
Scott
====================
Efficient
little suckers, aren't they?
I don't have
any recent precisely comparable numbers but here are some from my April
trip to SNF (actually, the return, 30 minutes NW of KGAD):
WOT, 10550 MSL,
11360 Dalt, 10C, 21.5" MAP, 2500 RPM, ~100F ROP, 8.3 GPH, 27 DBTDC === 168
KIAS, 198 KTAS, 193 Kts Ground Speed. I was in a hurry to get
home.
The previous
April on my way to Austin, TX (to 3R9 from KARR, I did not want to stop for
fuel) and over Lebanon, MO:
WOT, 8500 MSL,
8240 Dalt, 2C, 23.3" MAP, 2480 RPM, ~20-30F LOP, 6.9 GPH, timing not recorded
=== 171 KIAS, 193 KTAS, 208 Kts Ground Speed. Block to Block 4 hr 25 min
and 31 gallons used (avg 7.05 GPH over 826 NM and 30.7 SM per
Gallon). Wow!
Scott
Krueger
IO
320
TAS is from my
on board air data computer.
In a message
dated 6/25/2010 1:00:17 P.M. Central Daylight Time, lorn@dynacomm.us
writes:
06/22/10 I was
flying from Detroit to Ft Lauderdale at 11,000. With 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°C
temp 139 kts IAS 152 kts IAS
35°F 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 much. However, 183 kts airspeed at
13,000 ft density altitude, no matter how you do it, is great.
The LOP
reading at .435 BSFC comes out to HP = 36 * 6 * .435 = 94.0 HP or 94.0 / 160 =
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
--
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The
flight was flown to 3R9 at 8500 MSL, WOT, LOP (eliminated a fuel stop) with the
XM radio providing more entertainment than the interruptions from ATC
could. 4.3 hours to 3R9 (Lakeway
airpark, about 15 west of Austin), covering 951 statute miles and consuming
slightly less than 31 gal for 31 mpg at an average GS of over 222 mph (43 gallon
max capacity). My son picked me up
for the 30 minute drive to his house.
About 5.8 hours, door-to-door.
The
next day’s return was similarly conducted under blue skies at 9500 MSL (avg 12
mph headwind instead of the 14 mph tailwind enjoyed on the way down) and, after
a nice landing, I got the luggage from the carousel (cockpit), pitched it in the
car and was on my way home in amoment (no bugs to clean off
yet!).
For
those interested in stats, heading north around Fort Smith,
AR:
@
9500 MSL (baro = 29.92, 10C OAT), 10600 density altitude. 166 KIAS, 193 KTAS, 186 Kt Ground
Speed. WOT, 22” MAP, 2490 RPM, 27
Deg BTDC, 6.9 GPH. CHTs = 320F to
340F and EGTs = 1370F to 1410F with the first to peak running at 30F
LOP.
I
took regular readings, observed certain environmental changes and made
adjustments.
Maintaining
same MSL while baro decreased and as OAT decreased: IAS/TAS increased slightly,
Density Altitude decreased, Mixture (fuel flow) increased to keep LOP EGT temp
the same. Also, as speed increased,
AOA decreased. The air mass change
was to drier air and as OAT decreased so did the CHTs by as much as 30F (+13C to
0C at altitude, a 23 F spread).
The
oil cooler air door was adjusted to keep the oil temps between 175F and
180F.
On
the trip down, as the OAT and density altitude increased, the fuel flow was
slightly reduced to keep the LOP EGT the same. Interesting.
I
chose to fly LOP to eliminate a fuel stop and even though the FF was maybe 2 gph
less than best power, the KTAS was always above 190 Kts. Try that in a
spam-can.
===================