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Almost too good to be true (pun intended).
When I had my Chelton I did the GPS quadrant to see what the 'real' numbers were, and they were off by 8kts (which is not bad, as the Velocity that I had was 25kts off, me wondering why I always had a head wind lol)
There is no free lunch, and roughly said, fuel burn determines also power, and the power needs to come from somewhere (sure we can have optimized RPM/Prop but I wonder how much this could do in reality)
So I would suggest to do the GPS track and you can use this program ( http://www.csgnetwork.com/tasgpscalc.html to get the real numbers :)
== Ronald (n45HL, LNC4p, >160 hours) On Aug 6, 2012, at 7:57 AM, jeffrey liegner wrote:
Sent: Sunday, August 5, 2012 9:40:17 PM
Subject: Recent LIVP Power Settings (Westbound, FL220, LOP, 2350 RPM)
Further flight experimenting with slower prop, lower MAP and LOP at lower fuel flows. August 4th, Westbound FL220. MAP 32.0 RPM 2340 FF 16.5 gal/hour (LOP) yields TAS 246. In the past, at a more aggressive setting immediately after take off: MAP 34" RPM 2500 FF 19.0 though out the flight, I would show TAS ~245, roughly the same TAS. Improved prop efficiency? At MAP 31.5" RPM 2350, the FF is 16.2 and the performance is roughly the same. At this cruise setting, with a WOT RPM 2680 climb to the flight levels, the plane's range increases to six hours (rate than 5.5 hours) and still travels 1100nm in five hours on a 110gal full gas load. Comments welcomed. Jeff L Bonus: light winds over the Rockies http://flightaware.com/live/flight/N334P/history/20120804/1705Z/1D8/S21 <PastedGraphic-8.jpg><PastedGraphic-7.jpg><PastedGraphic-6.jpg>--
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