| Marc: Sam Hodges is also flying a Renesis RV-7A, and he told me he mission plans to cruise at 7500-9500 feet and sets 5600-5700 rpm. That yields 8 - 9 GPH, at about 160 TAS.
My experience after 11 months of flying and have pushed about about 500 gallons through the engine has avi’d 8.2-8.5 gph. I usually cruise at 5500-6500 ft. and 5200-5300 rpm which yields a TAS of 148-150 mph,
Having been on this list since the late 90’s or so, and discussed performance over the years with so many that have flown rotaries; the myth of "“excessive" fuel burn”" has been consistently refuted. I recently flew to an airport restaurant about 65 miles away with two neighbors in RV6 (160 hp CS prop) and RV6A 180 hp CS prop). we all cruised together and upon return check fuel and we all burned 8.4-5 gph, so sometimes our installations can match Lycomings as well. Not sure how aggressively or not my buddies leaned, etc.; but with aggressive leaning I think the Lycoming will beat us by .2-.3 per hr.; but I’m running on $2.159 Sam’s 87 octane fuel, while they’re paying about $4.50 on avg. here in Oklahoma!
Doug
| So, for those of us who know better, what is to be expected lop or ? on a XC at certain DALT? This Paul guy disputes the ability of the rotary to compete with Lyc fuel burns?
Marc
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Hi Marc!
Glad to hear Dennis is flying happily... but I'd be interested in his fuel specifics. The rotary engines are fuel hogs... with about double the fuel consumption of a Lycoming and LOP... At least, that was Lionel Madore's experience on his twin-rotary (!) 180 homebuilt clone. The CAFÉ literature seems to support that as well... is Dennis experience any different?
Paul
Subject: FW: [FlyRotary] 1,000 hrs on the Hobbs!
Paul,
I think you may have a few misconception on a 'good' rotary engine installation. Lots of 'bad' ones out there, but it works.
Marc |
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