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Ed,
Really Sorry you couldn't make it as well. Sure would have been nice to finally meet you. I don't think I have to tell you how much fun you missed.
The fuel monitor worked really well and I was happy to show it off to anyone interested, including Tracy.
I'm still having the occasional problem with freeze-up, with 9 of them recorded on my trip. Calibration also seems to be going slower than expected. I must have done 5 or 6 of them before I left for the trip, but it still never seems to change. Here are the actual and predicted fuel usages for my trip. I did a calibration with each fill-up:
Actual Predicted
23.2 24.2
25.2 29.0
22.7 23.6
26.2 31.3
24.2 26.7
25.3 26.5
26.0 29.5
25.7 26.5
At least it always errors on the conservative side and is usually not off by much. Maybe I am not doing the calibrations correctly, but I am pretty sure I am following your instructions. Any suggestions?
All in all, I cant believe I ever flew without it. Sure makes fuel calculations much easier.
Recommendations now that I have some more x-country experience with it: put the mixture bar on all 4 of the main operation screens. I mostly prefer to fly with the fuel flow/fuel remaining screen, but would like to see the mixture bar there as well (though it does not matter much, because I am usually off the scale to the lean side anyway).
Hope to see you at next year's round-up!
Dave
On Oct 30, 2007 9:17 AM, Ed Anderson < eanderson@carolina.rr.com> wrote:
Yee Hah! is right, Dave. Some very nice
numbers. Nice to still have that power available at the higher altitudes
with that turbocharger. My 15.5 MSL days are behind me, once I get to
about 12000, the old body wants its own turbocharger {:>).
By the way, sorry I did not make it down to meet
you.Wanted to hear your session on turbocharging. I also had
another backboard which increases the EFISM display intensity which I was going
to bring with me. Since it plugs into the back of the front panel, you
would probably have no problem just unplugging the current back board and
plugging in the brighter one OR you can ship it back and I can do
it.
Next time
Ed
----- Original Message -----
Sent: Tuesday, October 30, 2007 11:04
AM
Subject: [FlyRotary] Rotary Cross Country
Report
I just finished a most excellent cross country in my Rotary
RV-6 and wanted to share the stats and the adventure. I visited family
in Boulder, CO, friends in Pensacola, and spent a week in Orlando including
watching the shuttle launch and going to the rotary round up in Bell,
Fl. I also delivered a prop to its buyer in Austin TX and traversed the
country westbound in a single day.
Best leg (Strong tailwinds fading
in the end): K88-82J, 601 NM and 2.9 hrs on the hobbs. 23.6
gallons of MOGAS burned that I bought at K88 for $2.74/gal. That works
out to 207 Knots Ground speed at 8.1 gal/hr. Yee ha!
Of course,
the winds play the deciding factor. I had a mix of winds over the course
of the trip here are the overall stats:
4224 kn miles traveled
240
gallons burned
$3.35 average fuel price (I had to buy 100LL on 2 occasions
which brought up the average a little)
$24 worth of 2-stroke oil burned.
($830 total paid for fuel and oil)
26.0 hrs on the hobbs
That works out
to:
Average speed= 162 KTS
Average Fuel Burn= 9.2 gal/hr
Average
cost/mile= $0.19
Those are GPS point to point numbers and include
climb, taxi and heading variations. The other way to look at fuel
burn/Cruise speed is to use a calibrated ASI and Fuel Flow insturment. I
spent a couple hundred miles testing various settings after getting the fuel
flow computer fully calibrated. Here are my data points taken in cruise,
all were done > 100 LOP (more power available with richer mixtures or
closure of the wastegate - not attempted this trip). Slight climbs or
descents and changes in mixture probably account for the variations. (RV
is hard to truly keep level especially when looking at other numbers and
trying to write) (Redline is 7000 RPM)
150 KTAS @ 13.5k and 8.0
gal/hr
154 KTAS @ 15.5k and 8.3 gal/hr (5100 RPM)
160 KTAS @ 11.5k and
9.1 gal/hr
161 KTAS @ 15.5k and 8.7 gal/hr
162 KTAS @ 13.5k and 9.2
gal/hr
165 KTAS @ 13.5k and 10 gal/hr (5600 RPM)
172 KTAS @ 15.5k and
10.7 gal/hr (5600 RPM)
179 KTAS @ 15.5k and 12.0 gal/hr (5900 RPM)
181
KTAS @ 15.5k and 11.8 gal/hr
183 KTAS @ 13.5k and 12.3 gal/hr
185 KTAS @
17.5k and 13.5 gal/hr (6000 RPM) - WOT
189 KTAS @ 17.5k and 13.4
gal/hr (6000 RPM) - WOT
193 KTAS @ 13.5k and 13.6 gal/hr (6100
RPM) - WOT
Clearly not the same fuel economy as most lycoming
installations, but not out of the ballpark either. After considering the
lower price of MOGAS the hourly cost of flying is
No issues
encountered with the engine. Tracy noted that my gear leash seemed to be
slightly larger than normal, and it increased during the trip home. So
next weekend the drive is coming off for inspection and likely replacement of
the snubbers.
--
David Leonard
Turbo Rotary RV-6
N4VY
http://N4VY.RotaryRoster.net
http://RotaryRoster.net
--
David Leonard
Turbo Rotary RV-6 N4VY
http://N4VY.RotaryRoster.net
http://RotaryRoster.net
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