not sure the attachments made it last time.Chris Zavatson On Monday, December 23, 2013 10:33 AM, Chris Zavatson <chris_zavatson@yahoo.com> wrote: The section on range in “Handbook for Naval Aviators” does a good job comparing the various propulsion types with respect to achieving maximum range. While discussing propeller driven aircraft with reciprocating engines, it mentions that engine operating limitations may actually drive achievable range. This is indeed the case given the speed at best L/D for the 360, for example, is about 120 KIAS (weight dependent) and it only requires about 50 hp at low altitudes. At such low power and low altitude, engine efficiency is rather poor. And as Gary mentioned, we tend to place a relatively high value on speed. We can extract a good compromise by flying at higher altitudes. As the indicated air speed reduces with altitude, range continues to increase. At WOT, reaching best L/D may still not be practical due to the very high altitude required – unless we are really, really heavy, as in carrying an extra 350 gallons of gas. Throttling back on power or pulling back engine speed is an option. Since power has already reduced naturally at altitude, less power reduction is needed. One can also simply satisfy the need for speed and accept reduced range. I superimposed fuel economy (fuel flow taken from a carburetor with poor mixture distribution – about a 20% hit) and indicated air speed on performance charts for the stated conditions. Peak economy occurs very near the 120 KIAS mark. Further reductions in power or increase in weight will pull this point to lower altitudes. Given all this I tend to fly high so I can save gas and still go fast. Chris Zavatson N91CZ 360std www.N91CZ.net On Monday, December 16, 2013 6:45 AM, Mark Sletten <mwsletten@gmail.com> wrote: Check Aerodynamics for Naval Aviators. The figure on page 169 and the accompanying text on page 170 will answer your question.http://www.faa.gov/regulations_policies/handbooks_manuals/aviation/media/00-80T-80.pdf --MarkOn Mon, Dec 16, 2013 at 7:00 AM, George Wehrung <gw5@me.com> wrote: Hey guys, On long range flights I always fly a Max range profile no matter the wind direction. Case in point I logged a 7.5 in a king air 200 flying from Lajes Azores to St Johns Newfoundland today. The winds got up to 122 knots in the face. But with the internal ferry tank we made it with 800 lbs to spare. Anyhow the guy next to me wanted to push it up saying we would spend less time bucking the wind but I owned the plane today and flew what I perceived a Max range AOA (no AOA installed) of about 3 degrees nose up and kept pulling the throttles back to keep her their. This attitude comes from 7 yrs in king airs and knowing the charts. But I don't have the aero background to counter his argument. Can anyone help me out with research or otherwise? I know their is a number of TPS grads and much smarter aviators than I. George Sent from my iPhone -- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html -- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html
Hey guys, On long range flights I always fly a Max range profile no matter the wind direction. Case in point I logged a 7.5 in a king air 200 flying from Lajes Azores to St Johns Newfoundland today. The winds got up to 122 knots in the face. But with the internal ferry tank we made it with 800 lbs to spare. Anyhow the guy next to me wanted to push it up saying we would spend less time bucking the wind but I owned the plane today and flew what I perceived a Max range AOA (no AOA installed) of about 3 degrees nose up and kept pulling the throttles back to keep her their. This attitude comes from 7 yrs in king airs and knowing the charts. But I don't have the aero background to counter his argument. Can anyone help me out with research or otherwise? I know their is a number of TPS grads and much smarter aviators than I. George Sent from my iPhone -- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html