X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from nskntmtas06p.mx.bigpond.com ([61.9.168.152] verified) by logan.com (CommuniGate Pro SMTP 6.0.4) with ESMTP id 6224760 for lml@lancaironline.net; Thu, 25 Apr 2013 07:40:10 -0400 Received-SPF: pass receiver=logan.com; client-ip=61.9.168.152; envelope-from=frederickmoreno@bigpond.com Received: from nskntcmgw06p ([61.9.169.166]) by nskntmtas06p.mx.bigpond.com with ESMTP id <20130425113934.KSHO2028.nskntmtas06p.mx.bigpond.com@nskntcmgw06p> for ; Thu, 25 Apr 2013 11:39:34 +0000 Received: from Razzle ([124.182.41.202]) by nskntcmgw06p with BigPond Outbound id UBfW1l00V4MiTbQ01BfZA2; Thu, 25 Apr 2013 11:39:34 +0000 X-Authentication-Info: Submitted using ID frederick.moreno@bigpond.com X-Authority-Analysis: v=2.0 cv=FNSZNpUs c=1 sm=1 a=vapIPSJnaTbQ6dn6UCN9AA==:17 a=JDadKst33uMA:10 a=8nJEP1OIZ-IA:10 a=1IlZJK9HAAAA:8 a=9LeSpG668qgA:10 a=AU7NHerDLdG2cblKnNoA:9 a=wPNLvfGTeEIA:10 a=gmPUcryDEJPZhCq4:21 a=R5d6YQ2n8Z2fC8mb:21 a=uge7dS3aTJ-Y515l2OMA:9 a=_W_S_7VecoQA:10 a=vSpDfI4sBO-XEVdd:21 a=xFtrKFtIdgFJdX7h:21 a=SRiBjNtT0OyvZmW6:21 a=vapIPSJnaTbQ6dn6UCN9AA==:117 MIME-Version: 1.0 Message-Id: <517915E9.000094.00528@RAZZLE> Date: Thu, 25 Apr 2013 19:39:22 +0800 Content-Type: Multipart/Alternative; charset="iso-8859-1"; boundary="------------Boundary-00=_L17TBWZ9RN0000000000" X-Mailer: IncrediMail (6395248) From: "Frederick Moreno" X-FID: FLAVOR00-NONE-0000-0000-000000000000 X-Priority: 3 To: "Lancair Mail (lml@lancaironline.net)" Subject: Lancair IV performance --------------Boundary-00=_L17TBWZ9RN0000000000 Content-Type: Text/Plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable My IV has dual batteries and alternators and lots of sound deadening in t= he floor and so has empty weight of 1984 lbs. =0D =0D The IO-550N (kinda sorta) has stock 8.5 compression, one electronic ignit= ion one magneto and gains about 1.5-1.7 in. Hg in manifold pressure due to r= am pressure effect and modified cooling air inlets and outlets. =0D =0D I most commonly fly 8500-9500 feet, 30F above standard atmospheric temperature, 65% LOP 13.5 GPH (per MVP 50 engine monitor), and get 220 kn= ots at mid weight, a trifle less at gross (3200) and a bit better when light.= =20 At 8500 feet, full throttle, 2700 RPM, best power mixture which would be = max cruise speed, figure 235-240 at mid weight, but burning about 35% more fu= el, so I never do it since fuel is about USD $8-9 per gallon here in Australi= a.=20 The airplane is a bit buggy and dirty at those conditions which is typica= l for my cross continent trips.=0D =0D Keep in mind that I spent a LOT of effort on cooling drag reduction with cowl flaps, careful inlet and outlet redesign and such which reduced tota= l aircraft drag area about 10% which translates to about 3% more speed at t= he same power. (And it runs way too cool, sub 300F CHT.) But I tend to slo= w down and use the drag reduction to reduce fuel burn. I have operated ou= t of 2600 feet of hard pack grass at mid weight (2750 lbs) and did so today for a small fly in, but margins were mighty skinny with no head wind and = low trees at the end of the farm country runway and ground still damp from recent rains. At my home drome of 4100 feet paved, I have no problem turning off at 3000 feet in zero wind. Secret: meticulous attention to t= he angle of attack indicator the last mile to touchdown, and thump it on wit= h some power still on.=0D =0D Fred Moreno --------------Boundary-00=_L17TBWZ9RN0000000000 Content-Type: Text/HTML; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

My IV has dual batteries and alternators and lots of sound deadening= in the floor and so has empty weight of 1984 lbs.

The IO-550N (kinda sorta) has stock 8.5 compression, one electr= onic ignition, one magneto and gains about 1.5-1.7 in. Hg in manifold pre= ssure due to ram pressure effect and modified cooling air inlets and outl= ets.

I most commonly fly 8500-9500 feet, 30F above standard atmospheric t= emperature, 65% LOP 13.5 GPH (per MVP 50 engine monitor), and get 220 kno= ts at mid weight, a trifle less at gross (3200) and a bit better when lig= ht. At 8500 feet, full throttle, 2700 RPM, best power mixture which= would be max cruise speed, figure 235-240 at mid weight, but burning abo= ut 35% more fuel, so I never do it since fuel is about USD $8-9 per gallo= n here in Australia. The airplane is a bit buggy and dirty at those= conditions which is typical for my cross continent trips.

Keep in mind that I spent a LOT of effort on cooling drag reduction = with cowl flaps, careful inlet and outlet redesign and such which reduced= total aircraft drag area about 10% which translates to about 3% more spe= ed at the same power. (And it runs way too cool, sub 300F CHT.)&nbs= p; But I tend to slow down and use the drag reduction to reduce fuel burn= =2E I have operated out of 2600 feet of hard pack grass at mi= d weight (2750 lbs) and did so today for a small fly in, but margins= were mighty skinny with no head wind and low trees at the end of th= e farm country runway and ground still damp from recent rains. = ; At my home drome of 4100 feet paved, I have no problem turning off at 3= 000 feet in zero wind. Secret: meticulous attention to the ang= le of attack indicator the last mile to touchdown, and thump it on with s= ome power still on.

Fred Moreno

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