X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 14 Jan 2013 08:52:21 -0500 Message-ID: X-Original-Return-Path: Received: from blu0-omc3-s21.blu0.hotmail.com ([65.55.116.96] verified) by logan.com (CommuniGate Pro SMTP 6.0.1) with ESMTP id 6010499 for lml@lancaironline.net; Sun, 13 Jan 2013 22:12:08 -0500 Received-SPF: neutral receiver=logan.com; client-ip=65.55.116.96; envelope-from=frederickmoreno@bigpond.com Received: from BLU0-SMTP322 ([65.55.116.72]) by blu0-omc3-s21.blu0.hotmail.com with Microsoft SMTPSVC(6.0.3790.4675); Sun, 13 Jan 2013 19:11:35 -0800 X-EIP: [TBkwkHKJBOThBgjyUVRc9vfR2kl8BQTb] X-Originating-Email: [frederickmoreno@bigpond.com] X-Original-Message-ID: X-Original-Return-Path: frederickmoreno@bigpond.com Received: from Razzle ([124.182.111.34]) by BLU0-SMTP322.blu0.hotmail.com over TLS secured channel with Microsoft SMTPSVC(6.0.3790.4675); Sun, 13 Jan 2013 19:11:33 -0800 MIME-Version: 1.0 X-Original-Date: Mon, 14 Jan 2013 11:11:19 +0800 Content-Type: multipart/alternative; charset="ISO-8859-1"; boundary="------------Boundary-00=_V6ILGEN4G6G000000000" X-Mailer: IncrediMail (6395248) From: Frederick Moreno X-FID: FLAVOR00-NONE-0000-0000-000000000000 X-Priority: 3 X-Original-To: "Lancair Mail (lml@lancaironline.net)" Subject: Fw: lml chart X-OriginalArrivalTime: 14 Jan 2013 03:11:34.0118 (UTC) FILETIME=[DB91F860:01CDF204] --------------Boundary-00=_V6ILGEN4G6G000000000 Content-Type: text/plain; charset="ISO-8859-1" Content-Transfer-Encoding: quoted-printable Comments inserted into Dennis's text. =0D =0D If there is enough interest I can show the full calculation so you can do= it yourself at altitude. I can also expand the interesting part of the char= t and put in some additional diagonal lines to allow one to resolve speed better. Remember: with log scales, the line for 275 mph is NOT halff way between the 250 and 300 lines. =0D =0D If enough are interested, I will write a little monograph for the archive= s that has the data on atmospheric density, simple calculation methods, conversion factors, and all that jazz so you can do it yourself. =0D =0D =0D Fred=0D =0D =0D From: Dennis Ramsey=0D =0D Fred can you tell me the units on the chart you put on the lml. Is it statute miles per hour or nautical miles per hour? =0D =0D [Statute miles per hour which equals knots times 1.15] =0D =0D If statute my IV results are not believable. =0D =0D [Read closely: Chart is for sea level. One has to correct for lower air density at altitude.] =0D =0D At 8500 4 way gps wide open (2700 rpm) I am getting 243.5 to 245 knots (t= wo different days runs) on my 310 hp stock factory reman continental with=20 hartzell scimitar. The HP was 80% per the G3X calcs. So taking 80% of 3= 10=20 times 0.85 and chasing that down to speed I am about 1.5 sq ft if statute and 2.1 if sq feet if nautical. =0D =0D [You need to correct for altitude, that is why. Similar conditions for m= y ship late last year, one flight only short test just to see what would happen, 8000 feet but a warm day, I recorded 238 knots, but I have not calibrated for a couple of years. Also, the power computers are frequent= ly way, way off. Only way to be sure is to operate lean of peak and then us= e fuel flow and compression ratio to get a reasonable power number. Rich o= f peak at full throttle, the engine to engine variation from the factory is= 5% as Greyhawk has noted, plus effects of water vapor and on and on.] =0D =0D BTW, I have not put on the cowl flaps or plenum yet. I keep tweaking t= he design in my mind and I keep flying the plane too much. But I did improv= e cowl alignment and install gap seals to take me from 239.5 knots to the current speeds. My CHT's are very cool. I need the cowl flaps. I am about 280 CHT in cruise and 220 in descent (thats if LOP). I wanted to = not modify my cowl outlets but I cant come up with a design that looks as sli= ck as yours closed. Mine cowl flap design looks assymetric with the cowl outlets. It would likely work but it would not look as good as yours. I = may be replicating yours. Any idea of current draw of your linear actuators?= I have a 24 volt bird and limited capacity on my 12 volt power supply. =0D =0D [I got my actuators from http://www.firgelliauto.com.au/ since they have = an outlet in Australia, main office in USA. Get data there.]=0D =0D =0D =0D =20 --------------Boundary-00=_V6ILGEN4G6G000000000 Content-Type: text/html; charset="ISO-8859-1" Content-Transfer-Encoding: quoted-printable
Comments inserted into Dennis's text. 
 
If there is enough interest I can show the full calculation so you c= an do it yourself at altitude.  I can also expand the interesting pa= rt of the chart and put in some additional diagonal lines to allow one to= resolve speed better.  Remember: with log scales, the line for 275 = mph is NOT halff way between the 250 and 300 lines.
 
If enough are interested, I will write a little monograph for the ar= chives that has the data on atmospheric density, simple calculation metho= ds, conversion factors, and all that jazz so you can do it yourself. = ;
 
 
Fred
 
 
 
Fred can you= tell me the units on the chart you put on the lml.  Is it statute m= iles per hour or nautical miles per hour?
 
[Statute mil= es per hour which equals knots times 1.15]   
 
If statute m= y IV results are not believable.  
 
[Read closel= y: Chart is for sea level.  One has to correct for lower a= ir density at altitude.]   
 
At 8500 4 wa= y gps wide open (2700 rpm) I am getting 243.5 to 245 knots (two different= days runs) on my 310 hp stock factory reman continental with &= nbsp;hartzell scimitar.  The HP was 80% per the G3X calcs. &nbs= p;So taking 80% of 310  times 0.85 and chasing that down to speed I = am about 1.5 sq ft if statute and 2.1 if sq feet if nautical.  
 
[You need to= correct for altitude, that is why.  Similar conditions for my ship&= nbsp;late last year, one flight only short test just to see what would ha= ppen, 8000 feet but a warm day, I recorded 238 knots, but I have not cali= brated for a couple of years.  Also, the power computers are frequen= tly way, way off.  Only way to be sure is to operate lean of peak an= d then use fuel flow and compression ratio to get a reasonable power numb= er.  Rich of peak at full throttle, the engine to engine variation f= rom the factory is 5% as Greyhawk has noted, plus effects of water vapor = and on and on.] 
 
 BTW, &= nbsp;I have not put on the cowl flaps or plenum yet.  I keep tweakin= g the design in my mind and I keep flying the plane too much.  But I= did improve cowl alignment and install gap seals to take me from 239.5 k= nots to the current speeds.  My CHT's are very cool.  = ;I need the cowl flaps.   I am about 280 CHT  in cruise an= d 220 in descent (thats if LOP).  I wanted to not modify my cowl out= lets but I cant come up with a design that looks as slick as yours closed= =2E  Mine cowl flap design looks assymetric with the cowl outle= ts. It would likely work but it would not look as good as yours. &nb= sp;I may be replicating yours.  Any idea of current draw of your lin= ear actuators?  I have a 24 volt bird and limited capacity on my 12 = volt power supply.
 
[I got my ac= tuators from http://www.firge= lliauto.com.au/ since they have an outlet in Australia, main off= ice in USA.  Get data there.]
 
 
 
 
=
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