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From: randy snarr <randylsnarr@yahoo.com>
Reply-To: randylsnarr@yahoo.com
Subject: Re: [LML] Re: 360 vs 320
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FWIW,
I routinely fly my Lancair 235/320 with a 3 blade MT at 160 KTS at altitude=
 and use under 6 GPH running 50 Deg. rich of peak.

Last year I flew from Provo Utah (PVU) to Oskosh (OSH) on 39 gallons in 6.5=
 hours non stop cruising at 13.5K most of the way with little tail wind. Th=
at is 1,210 miles.

My max cruise=A0 is=A0 195 KTS TAS.
IMHO, if you set up the airplane right, use electronic ignition and fuel in=
jection.
You can obtain very very good numbers on climb and cruise with an IO320....

That all being said, going a little faster on race day with a larger engine=
 would be nice but with the current cost of fuel, I am still cringing at th=
e pump even at 6GPH burn...

FWIW..
Randy L. Snarr
N694RS
Getting ready for OSH..

--- On Mon, 7/7/08, Bobby Don Wooten <bwooten@sunbuiltinc.com> wrote:
From: Bobby Don Wooten <bwooten@sunbuiltinc.com>
Subject: [LML] Re: 360 vs 320
To: lml@lancaironline.net
Date: Monday, July 7, 2008, 6:39 AM




=20
=20






Scott,=20

 =A0=20

Thank you.=A0 I believe I may have met you at a High Performance
Aircraft Training in Sebring in 2007.=20

I plan on spending most of my time between 8000 & 10000.=A0=A0
Did install a MVP-50 engine analyzer, this should help.=20

 =A0=20

I may have made the wrong choice for fuel economy with the
MT 3 blade.=A0=A0 But I am being told I will use less fuel on climb out
because I will get to altitude faster, which will make up for what I lose a=
t
cruise.=A0 Only time and testing will tell.=20

 =A0=20

What I am hearing is that I fly the plane.=20

 =A0=20

Bobby=20



=20

=0A=0A=0A      
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<table cellspacing='0' cellpadding='0' border='0' ><tr><td valign='top' style='font: inherit;'>FWIW,<br>I routinely fly my Lancair 235/320 with a 3 blade MT at 160 KTS at altitude and use under 6 GPH running 50 Deg. rich of peak.<br><br>Last year I flew from Provo Utah (PVU) to Oskosh (OSH) on 39 gallons in 6.5 hours non stop cruising at 13.5K most of the way with little tail wind. That is 1,210 miles.<br><br>My max cruise&nbsp; is&nbsp; 195 KTS TAS.<br>IMHO, if you set up the airplane right, use electronic ignition and fuel injection.<br>You can obtain very very good numbers on climb and cruise with an IO320....<br><br>That all being said, going a little faster on race day with a larger engine would be nice but with the current cost of fuel, I am still cringing at the pump even at 6GPH burn...<br><br>FWIW..<br>Randy L. Snarr<br>N694RS<br>Getting ready for OSH..<br><br>--- On <b>Mon, 7/7/08, Bobby Don Wooten <i>&lt;bwooten@sunbuiltinc.com&gt;</i></b>
 wrote:<br><blockquote style="border-left: 2px solid rgb(16, 16, 255); margin-left: 5px; padding-left: 5px;">From: Bobby Don Wooten &lt;bwooten@sunbuiltinc.com&gt;<br>Subject: [LML] Re: 360 vs 320<br>To: lml@lancaironline.net<br>Date: Monday, July 7, 2008, 6:39 AM<br><br><div id="yiv1877272996">


 
 
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<p class="MsoNormal">Scott,</p> 

<p class="MsoNormal"> &nbsp;</p> 

<p class="MsoNormal">Thank you.&nbsp; I believe I may have met you at a High Performance
Aircraft Training in Sebring in 2007.</p> 

<p class="MsoNormal">I plan on spending most of my time between 8000 &amp; 10000.&nbsp;&nbsp;
Did install a MVP-50 engine analyzer, this should help.</p> 

<p class="MsoNormal"> &nbsp;</p> 

<p class="MsoNormal">I may have made the wrong choice for fuel economy with the
MT 3 blade.&nbsp;&nbsp; But I am being told I will use less fuel on climb out
because I will get to altitude faster, which will make up for what I lose at
cruise.&nbsp; Only time and testing will tell.</p> 

<p class="MsoNormal"> &nbsp;</p> 

<p class="MsoNormal">What I am hearing is that I fly the plane.</p> 

<p class="MsoNormal"> &nbsp;</p> 

<p class="MsoNormal">Bobby</p> 

</div>

 

</div></blockquote></td></tr></table><br>

      
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