Return-Path: Sender: (Marvin Kaye) To: lml Date: Fri, 24 Oct 2003 23:41:10 -0400 Message-ID: X-Original-Return-Path: Received: from imo-r04.mx.aol.com ([152.163.225.100] verified) by logan.com (CommuniGate Pro SMTP 4.1.5) with ESMTP id 2649823 for lml@lancaironline.net; Fri, 24 Oct 2003 16:06:22 -0400 Received: from Sky2high@aol.com by imo-r04.mx.aol.com (mail_out_v36_r1.1.) id q.131.25a6b393 (16781) for ; Fri, 24 Oct 2003 16:06:14 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <131.25a6b393.2ccae036@aol.com> X-Original-Date: Fri, 24 Oct 2003 16:06:14 EDT Subject: More Serious LNC2 (II-P) Flight Data at L/D max X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1067025974" X-Mailer: 9.0 for Windows sub 1100 -------------------------------1067025974 Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en Marv, =20 Your curiosity is my curiosity. =20 =20 I flew today at a gross weight of 1600 pounds with the CG at 24.9 in mild=20 turbulence at 3200 feet (3150 p-alt) and a baro setting of 29.93, temperatur= e of=20 50F. The idea was to fly at L/D max and 25% below that (max endurance) at=20= =E2=80=937,=20 0 and + 7 degrees of flap. Additionally, I wanted to look at different=20 rpm/map combinations to see if I could save more fuel. I was not able to co= mplete=20 all of these conditions because only a nut would do so. Thus: =20 Reflex -0- down 14* from normal flight -00007 000000 +00007 Flap settings 5.8 4.2 5.6 AOA 2.6 1.2 .5(-?) Longeron angle 1880 1800 1800 RPM 20.5 18.6 18.6 MAP 50% 42% 42% % power via formula 3.9 3.5 3.5 GPH 118 108 98 KIAS at max L/D or one green bar more 123 111 KTAS =20 The mixture was set about 30F LOP. At the specific rate of 3.9 gph, I could= =20 fly for 10 hours with a 1 hr reserve (43 gal tanks). In a no wind (hah!)=20 hallucinatory state, I could cover 1230 NM (10*123). However, we must remem= ber=20 that weight affects AOA so the fuel burn would alter the range. I could sta= y in=20 the air 1.25 additional hours at the 3.5 gph setting (111 KTAS) and could=20 reach 1248 NM. =20 Note that the power settings were weird. Exotic vibration (maybe from prop=20 pulses to the tail?) at such low rpm and cyl head temps running between 270=20= to=20 290 made further power reductions unwanted. Reduction of airspeeds to 75% o= f=20 those listed above are not recommended whilst in turbulence with one=E2=80= =99s head in=20 the cockpit. I just couldn=E2=80=99t wrap my mind around trying to advance=20= the MAP=20 and further reducing the RPM to see what would happen at other means to the=20 same power. Maybe some other person would be willing to try. Scott Krueger Sky2high@aol.com II-P N92EX IO320 Aurora, IL (KARR) -------------------------------1067025974 Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en

Marv,

Your curiosity is my curi= osity.

I flew today at a gross w= eight of 1600 pounds with the CG at 24.9 in mild turbulence at 3200 feet (31= 50 p-alt) and a baro setting of 29.93, temperature of 50F. The idea was to fly at L/D max and 25% below t= hat (max endurance) at =E2=80=937, 0 and + 7 degrees of flap. Additionally, I wanted to look at different= rpm/map combinations to see if I could save more fuel. I was not able to complete all of these condition= s because only a nut would do so. Thus:

Reflex &n= bsp; -0- &nb= sp; down 14* from normal flight

-00007 000000 +00007= Flap settings

5.8&nbs= p; 4.2 5.6 AOA

2.6&nbs= p; 1.2 .= 5(-?) Longeron angle

1880 &nb= sp; 1800 &nb= sp; 1800 &nb= sp; RPM

20.5 &nb= sp; 18.6 &nb= sp; 18.6&nb= sp; MAP

50% &nbs= p; 42% = ; 42% = % power via formula

3.9 &nbs= p; 3.5 3.5 GPH

118 &nbs= p; 108 = ; 98 KIAS at max L/D= or one green bar more

123 &nbs= p; 111 = ; &nb= sp; &= nbsp;KTAS

The mixture was set about= 30F LOP. At the specific rat= e of 3.9 gph, I could fly for 10 hours with a 1 hr reserve (43 gal tanks). In a no wind (hah!) hallucinat= ory state, I could cover 1230 NM (10*123).= However, we must remember that weight affects AOA so the fuel=20= burn would alter the range. I= could stay in the air 1.25 additional hours at the 3.5 gph setting (111 KTA= S) and could reach 1248 NM.

Note that the power setti= ngs were weird. Exotic vibrat= ion (maybe from prop pulses to the tail?) at such low rpm and cyl head temps= running between 270 to 290 made further power reductions unwanted. Reduction of airspeeds to 75% of thos= e listed above are not recommended whilst in turbulence with one=E2=80=99s h= ead in the cockpit. I just co= uldn=E2=80=99t wrap my mind around trying to advance the MAP and further red= ucing the RPM to see what would happen at other means to the same power. Maybe some other person would be= willing to try.

Scott Krueger
Sky2high@aol.com
II-P N92EX IO320 Aurora, IL (KARR)

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