Today's Message Index:
----------------------
1. 06:12 AM - Cruising airspeed (Gary Casey)
2. 06:40 AM - Re: Cruising airspeed (Scott Bilinski)
3. 07:36 AM - Re: Cruising airspeed (Vic Jacko)
4. 07:38 AM - Re: Cruising airspeed (Vic Jacko)
5. 08:08 AM - Re: Cruising airspeed (Scott Bilinski)
6. 08:20 AM - Re: Cruising airspeed (Scott Bilinski)
7. 09:12 AM - Re: Re: plugs (Leo J. Corbalis)
8. 09:36 AM - Re: Cruising airspeed (flyv35b)
9. 10:20 AM - Re: Cruising airspeed (Scott Bilinski)
10. 02:37 PM - Re: Cruising airspeed (LessDragProd@aol.com)
11. 03:48 PM - Re: Cruising airspeed (Vic Jacko)
Message 1
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| Subject: | Cruising airspeed |
--> Engines-List message posted by: "Gary Casey" <glcasey@adelphia.net>
I'm doing some analysis of various powerplant options and would like to know
if there is data available that documents cruising TAS vs. altitude:
1. For a conventional Naturally-Aspirated engine configuration with
standard magnetos. This needs to be at a fixed rpm and fixed percent power
below 8,000 ft. 75 percent power and 2500 rpm would be a representative
condition. It is important that the rpm be held constant. I have some data
like this, but only up to about 12,000 feet. I would like to get data up to
18,000.
2. For a Naturally-Aspirated engine equipped with dual electronic ignition
that automatically advances the timing at low manifold pressures under the
same conditions as above. I have a suspicion that the slope of the airspeed
line above 8,000 feet is much lower than with fixed timing, but I have
little data.
3. A turbo-normalized engine (any turbocharged engine will do) run at a
fixed rpm and fixed percent power at all altitudes to at least 18,000 ft. I
have reasonably good data (C-TR182) for this that shows a straight line with
an 8 percent increase from 8,000 to 18,000.
It would be nice if all three configurations were on an ES, but other
airframes will also produce usable data. I have found that the above data
for certified aircraft closely matches each other, but I only have anecdotal
information for the dual electronic ignition version.
Thanks,
Gary Casey
Message 2
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| Subject: | Re: Cruising airspeed |
--> Engines-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
For me, I cruise my RV-8a, 160 kts, 7GPH, dual EI, 60% power, 25 LOP. These
numbers are good from 8.0 to 10.5 Have not flown over 10.5 yet so..... I
dont understand how this info will help you unless you get the performance
differences in percentage. For example, dual EI over mags is 3% faster and
8% less fuel. With info like that you can make a much better comparison.
Might be better off to tell us what your end goal is and then an expert
like Mahlon can tell you how to get there and how much $$$ it will cost.
The numbers I gave you only apply to my RV-8a with a 3 blade, 151 WhirlWind
prop all set ups are different.
At 06:07 AM 5/21/2004 -0700, you wrote:
>--> Engines-List message posted by: "Gary Casey" <glcasey@adelphia.net>
>
>I'm doing some analysis of various powerplant options and would like to know
>if there is data available that documents cruising TAS vs. altitude:
>
>1. For a conventional Naturally-Aspirated engine configuration with
>standard magnetos. This needs to be at a fixed rpm and fixed percent power
>below 8,000 ft. 75 percent power and 2500 rpm would be a representative
>condition. It is important that the rpm be held constant. I have some data
>like this, but only up to about 12,000 feet. I would like to get data up to
>18,000.
>
>2. For a Naturally-Aspirated engine equipped with dual electronic ignition
>that automatically advances the timing at low manifold pressures under the
>same conditions as above. I have a suspicion that the slope of the airspeed
>line above 8,000 feet is much lower than with fixed timing, but I have
>little data.
>
>3. A turbo-normalized engine (any turbocharged engine will do) run at a
>fixed rpm and fixed percent power at all altitudes to at least 18,000 ft. I
>have reasonably good data (C-TR182) for this that shows a straight line with
>an 8 percent increase from 8,000 to 18,000.
>
>It would be nice if all three configurations were on an ES, but other
>airframes will also produce usable data. I have found that the above data
>for certified aircraft closely matches each other, but I only have anecdotal
>information for the dual electronic ignition version.
>
>Thanks,
>
>Gary Casey
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 3
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| Subject: | Re: Cruising airspeed |
--> Engines-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
List,
somewhat off subject but I saw a web site which was supposed to highlight
a test between the Laser system and the Lightspeed Engineering to determine
the difference in performance.
Can someone direct me to the correct source of this test?
I would sure like to read it as I am at this juncture in making a decision
on which system to use.
I am also open to other suggestions.
Vic
Roswell, NM
----- Original Message -----
From: "Gary Casey" <glcasey@adelphia.net>
Subject: Engines-List: Cruising airspeed
> --> Engines-List message posted by: "Gary Casey" <glcasey@adelphia.net>
>
> I'm doing some analysis of various powerplant options and would like to
know
> if there is data available that documents cruising TAS vs. altitude:
>
> 1. For a conventional Naturally-Aspirated engine configuration with
> standard magnetos. This needs to be at a fixed rpm and fixed percent
power
> below 8,000 ft. 75 percent power and 2500 rpm would be a representative
> condition. It is important that the rpm be held constant. I have some
data
> like this, but only up to about 12,000 feet. I would like to get data up
to
> 18,000.
>
> 2. For a Naturally-Aspirated engine equipped with dual electronic
ignition
> that automatically advances the timing at low manifold pressures under the
> same conditions as above. I have a suspicion that the slope of the
airspeed
> line above 8,000 feet is much lower than with fixed timing, but I have
> little data.
>
> 3. A turbo-normalized engine (any turbocharged engine will do) run at a
> fixed rpm and fixed percent power at all altitudes to at least 18,000 ft.
I
> have reasonably good data (C-TR182) for this that shows a straight line
with
> an 8 percent increase from 8,000 to 18,000.
>
> It would be nice if all three configurations were on an ES, but other
> airframes will also produce usable data. I have found that the above data
> for certified aircraft closely matches each other, but I only have
anecdotal
> information for the dual electronic ignition version.
>
> Thanks,
>
> Gary Casey
>
>
Message 4
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| Subject: | Re: Cruising airspeed |
--> Engines-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
Scott, what EI's are you using?
I assume you are running a Lyc 0-360?
Are you using a carb or throttle body?
Vic
----- Original Message -----
From: "Scott Bilinski" <bilinski@kyocera-wireless.com>
Subject: Re: Engines-List: Cruising airspeed
> --> Engines-List message posted by: Scott Bilinski
<bilinski@kyocera-wireless.com>
>
> For me, I cruise my RV-8a, 160 kts, 7GPH, dual EI, 60% power, 25 LOP.
These
> numbers are good from 8.0 to 10.5 Have not flown over 10.5 yet so..... I
> dont understand how this info will help you unless you get the performance
> differences in percentage. For example, dual EI over mags is 3% faster and
> 8% less fuel. With info like that you can make a much better comparison.
> Might be better off to tell us what your end goal is and then an expert
> like Mahlon can tell you how to get there and how much $$$ it will cost.
> The numbers I gave you only apply to my RV-8a with a 3 blade, 151
WhirlWind
> prop all set ups are different.
>
>
> At 06:07 AM 5/21/2004 -0700, you wrote:
> >--> Engines-List message posted by: "Gary Casey" <glcasey@adelphia.net>
> >
> >I'm doing some analysis of various powerplant options and would like to
know
> >if there is data available that documents cruising TAS vs. altitude:
> >
> >1. For a conventional Naturally-Aspirated engine configuration with
> >standard magnetos. This needs to be at a fixed rpm and fixed percent
power
> >below 8,000 ft. 75 percent power and 2500 rpm would be a representative
> >condition. It is important that the rpm be held constant. I have some
data
> >like this, but only up to about 12,000 feet. I would like to get data up
to
> >18,000.
> >
> >2. For a Naturally-Aspirated engine equipped with dual electronic
ignition
> >that automatically advances the timing at low manifold pressures under
the
> >same conditions as above. I have a suspicion that the slope of the
airspeed
> >line above 8,000 feet is much lower than with fixed timing, but I have
> >little data.
> >
> >3. A turbo-normalized engine (any turbocharged engine will do) run at a
> >fixed rpm and fixed percent power at all altitudes to at least 18,000 ft.
I
> >have reasonably good data (C-TR182) for this that shows a straight line
with
> >an 8 percent increase from 8,000 to 18,000.
> >
> >It would be nice if all three configurations were on an ES, but other
> >airframes will also produce usable data. I have found that the above
data
> >for certified aircraft closely matches each other, but I only have
anecdotal
> >information for the dual electronic ignition version.
> >
> >Thanks,
> >
> >Gary Casey
> >
> >
>
>
> Scott Bilinski
> Eng dept 305
> Phone (858) 657-2536
> Pager (858) 502-5190
>
>
Message 5
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| Subject: | Re: Cruising airspeed |
--> Engines-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
LightSpeed Plasma II dual ignition, Air Flow Performance Injection, on a 360.
At 08:35 AM 5/21/2004 -0600, you wrote:
>--> Engines-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
>
>Scott, what EI's are you using?
>
> I assume you are running a Lyc 0-360?
>
> Are you using a carb or throttle body?
>
>Vic
>----- Original Message -----
>From: "Scott Bilinski" <bilinski@kyocera-wireless.com>
>To: <engines-list@matronics.com>
>Subject: Re: Engines-List: Cruising airspeed
>
>
> > --> Engines-List message posted by: Scott Bilinski
><bilinski@kyocera-wireless.com>
> >
> > For me, I cruise my RV-8a, 160 kts, 7GPH, dual EI, 60% power, 25 LOP.
>These
> > numbers are good from 8.0 to 10.5 Have not flown over 10.5 yet so..... I
> > dont understand how this info will help you unless you get the performance
> > differences in percentage. For example, dual EI over mags is 3% faster and
> > 8% less fuel. With info like that you can make a much better comparison.
> > Might be better off to tell us what your end goal is and then an expert
> > like Mahlon can tell you how to get there and how much $$$ it will cost.
> > The numbers I gave you only apply to my RV-8a with a 3 blade, 151
>WhirlWind
> > prop all set ups are different.
> >
> >
> > At 06:07 AM 5/21/2004 -0700, you wrote:
> > >--> Engines-List message posted by: "Gary Casey" <glcasey@adelphia.net>
> > >
> > >I'm doing some analysis of various powerplant options and would like to
>know
> > >if there is data available that documents cruising TAS vs. altitude:
> > >
> > >1. For a conventional Naturally-Aspirated engine configuration with
> > >standard magnetos. This needs to be at a fixed rpm and fixed percent
>power
> > >below 8,000 ft. 75 percent power and 2500 rpm would be a representative
> > >condition. It is important that the rpm be held constant. I have some
>data
> > >like this, but only up to about 12,000 feet. I would like to get data up
>to
> > >18,000.
> > >
> > >2. For a Naturally-Aspirated engine equipped with dual electronic
>ignition
> > >that automatically advances the timing at low manifold pressures under
>the
> > >same conditions as above. I have a suspicion that the slope of the
>airspeed
> > >line above 8,000 feet is much lower than with fixed timing, but I have
> > >little data.
> > >
> > >3. A turbo-normalized engine (any turbocharged engine will do) run at a
> > >fixed rpm and fixed percent power at all altitudes to at least 18,000 ft.
>I
> > >have reasonably good data (C-TR182) for this that shows a straight line
>with
> > >an 8 percent increase from 8,000 to 18,000.
> > >
> > >It would be nice if all three configurations were on an ES, but other
> > >airframes will also produce usable data. I have found that the above
>data
> > >for certified aircraft closely matches each other, but I only have
>anecdotal
> > >information for the dual electronic ignition version.
> > >
> > >Thanks,
> > >
> > >Gary Casey
> > >
> > >
> >
> >
> > Scott Bilinski
> > Eng dept 305
> > Phone (858) 657-2536
> > Pager (858) 502-5190
> >
> >
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 6
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| Subject: | Re: Cruising airspeed |
--> Engines-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
One thing I forgot to add is that the fuel flow to each cylinder is with in
.2 GPH.
LightSpeed Plasma II dual ignition, Air Flow Performance Injection, on a 360.
At 08:35 AM 5/21/2004 -0600, you wrote:
>--> Engines-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
>
>Scott, what EI's are you using?
>
> I assume you are running a Lyc 0-360?
>
> Are you using a carb or throttle body?
>
>Vic
>----- Original Message -----
>From: "Scott Bilinski" <bilinski@kyocera-wireless.com>
>To: <engines-list@matronics.com>
>Subject: Re: Engines-List: Cruising airspeed
>
>
> > --> Engines-List message posted by: Scott Bilinski
><bilinski@kyocera-wireless.com>
> >
> > For me, I cruise my RV-8a, 160 kts, 7GPH, dual EI, 60% power, 25 LOP.
>These
> > numbers are good from 8.0 to 10.5 Have not flown over 10.5 yet so..... I
> > dont understand how this info will help you unless you get the performance
> > differences in percentage. For example, dual EI over mags is 3% faster and
> > 8% less fuel. With info like that you can make a much better comparison.
> > Might be better off to tell us what your end goal is and then an expert
> > like Mahlon can tell you how to get there and how much $$$ it will cost.
> > The numbers I gave you only apply to my RV-8a with a 3 blade, 151
>WhirlWind
> > prop all set ups are different.
> >
> >
> > At 06:07 AM 5/21/2004 -0700, you wrote:
> > >--> Engines-List message posted by: "Gary Casey" <glcasey@adelphia.net>
> > >
> > >I'm doing some analysis of various powerplant options and would like to
>know
> > >if there is data available that documents cruising TAS vs. altitude:
> > >
> > >1. For a conventional Naturally-Aspirated engine configuration with
> > >standard magnetos. This needs to be at a fixed rpm and fixed percent
>power
> > >below 8,000 ft. 75 percent power and 2500 rpm would be a representative
> > >condition. It is important that the rpm be held constant. I have some
>data
> > >like this, but only up to about 12,000 feet. I would like to get data up
>to
> > >18,000.
> > >
> > >2. For a Naturally-Aspirated engine equipped with dual electronic
>ignition
> > >that automatically advances the timing at low manifold pressures under
>the
> > >same conditions as above. I have a suspicion that the slope of the
>airspeed
> > >line above 8,000 feet is much lower than with fixed timing, but I have
> > >little data.
> > >
> > >3. A turbo-normalized engine (any turbocharged engine will do) run at a
> > >fixed rpm and fixed percent power at all altitudes to at least 18,000 ft.
>I
> > >have reasonably good data (C-TR182) for this that shows a straight line
>with
> > >an 8 percent increase from 8,000 to 18,000.
> > >
> > >It would be nice if all three configurations were on an ES, but other
> > >airframes will also produce usable data. I have found that the above
>data
> > >for certified aircraft closely matches each other, but I only have
>anecdotal
> > >information for the dual electronic ignition version.
> > >
> > >Thanks,
> > >
> > >Gary Casey
> > >
> > >
> >
> >
> > Scott Bilinski
> > Eng dept 305
> > Phone (858) 657-2536
> > Pager (858) 502-5190
> >
> >
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 7
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--> Engines-List message posted by: "Leo J. Corbalis" <leocorbalis@sbcglobal.net>
> --> Engines-List message posted by: "kyle Ponsford"
<wild_kyle@hotmail.com>
>
> Leo,
> Now that sounds like a very scarry fix!
OK I've tried a new left manifold,overhauled both carbs, put 2 3/16 bolts
thru the front leg of the manifold(actually gives some improvement), max
size main jets and metering pins in 4 notch. Still swapping plugs.
Please suggest something better !
Leo Corbalis
Message 8
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| Subject: | Re: Cruising airspeed |
--> Engines-List message posted by: "flyv35b" <flyv35b@ashcreekwireless.com>
Scott, how did you get the comparison info? Did you take the data on your
same plane previously with mags installed and then later on with the EI
installed?
Cliff A&P/IA
----- Original Message -----
From: "Scott Bilinski" <bilinski@kyocera-wireless.com>
Subject: Re: Engines-List: Cruising airspeed
> --> Engines-List message posted by: Scott Bilinski
<bilinski@kyocera-wireless.com>
>
> One thing I forgot to add is that the fuel flow to each cylinder is with
in
> .2 GPH.
>
>
> LightSpeed Plasma II dual ignition, Air Flow Performance Injection, on a
360.
>
> At 08:35 AM 5/21/2004 -0600, you wrote:
> >--> Engines-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
> >
> >Scott, what EI's are you using?
> >
> > I assume you are running a Lyc 0-360?
> >
> > Are you using a carb or throttle body?
> >
> >Vic
> >----- Original Message -----
> >From: "Scott Bilinski" <bilinski@kyocera-wireless.com>
> >To: <engines-list@matronics.com>
> >Subject: Re: Engines-List: Cruising airspeed
> >
> >
> > > --> Engines-List message posted by: Scott Bilinski
> ><bilinski@kyocera-wireless.com>
> > >
> > > For me, I cruise my RV-8a, 160 kts, 7GPH, dual EI, 60% power, 25 LOP.
> >These
> > > numbers are good from 8.0 to 10.5 Have not flown over 10.5 yet so.....
I
> > > dont understand how this info will help you unless you get the
performance
> > > differences in percentage. For example, dual EI over mags is 3% faster
and
> > > 8% less fuel. With info like that you can make a much better
comparison.
> > > Might be better off to tell us what your end goal is and then an
expert
> > > like Mahlon can tell you how to get there and how much $$$ it will
cost.
> > > The numbers I gave you only apply to my RV-8a with a 3 blade, 151
> >WhirlWind
> > > prop all set ups are different.
> > >
> > >
> > > At 06:07 AM 5/21/2004 -0700, you wrote:
> > > >--> Engines-List message posted by: "Gary Casey"
<glcasey@adelphia.net>
> > > >
> > > >I'm doing some analysis of various powerplant options and would like
to
> >know
> > > >if there is data available that documents cruising TAS vs. altitude:
> > > >
> > > >1. For a conventional Naturally-Aspirated engine configuration with
> > > >standard magnetos. This needs to be at a fixed rpm and fixed percent
> >power
> > > >below 8,000 ft. 75 percent power and 2500 rpm would be a
representative
> > > >condition. It is important that the rpm be held constant. I have
some
> >data
> > > >like this, but only up to about 12,000 feet. I would like to get
data up
> >to
> > > >18,000.
> > > >
> > > >2. For a Naturally-Aspirated engine equipped with dual electronic
> >ignition
> > > >that automatically advances the timing at low manifold pressures
under
> >the
> > > >same conditions as above. I have a suspicion that the slope of the
> >airspeed
> > > >line above 8,000 feet is much lower than with fixed timing, but I
have
> > > >little data.
> > > >
> > > >3. A turbo-normalized engine (any turbocharged engine will do) run
at a
> > > >fixed rpm and fixed percent power at all altitudes to at least 18,000
ft.
> >I
> > > >have reasonably good data (C-TR182) for this that shows a straight
line
> >with
> > > >an 8 percent increase from 8,000 to 18,000.
> > > >
> > > >It would be nice if all three configurations were on an ES, but other
> > > >airframes will also produce usable data. I have found that the above
> >data
> > > >for certified aircraft closely matches each other, but I only have
> >anecdotal
> > > >information for the dual electronic ignition version.
> > > >
> > > >Thanks,
> > > >
> > > >Gary Casey
> > > >
> > > >
> > >
> > >
> > > Scott Bilinski
> > > Eng dept 305
> > > Phone (858) 657-2536
> > > Pager (858) 502-5190
> > >
> > >
> >
> >
>
>
> Scott Bilinski
> Eng dept 305
> Phone (858) 657-2536
> Pager (858) 502-5190
>
>
Message 9
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| Subject: | Re: Cruising airspeed |
--> Engines-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
No, sorry. I made up that example of the info needed. The problem is the
only place you will get this info is from the EI Mfg's web site, and they
have a tendency to inflate the numbers or show best case scenarios. Even
though I made up the numbers, I think you will find them in line with all
EI Mfg's. My engine has the EI on it from day one so I have no comparision.
Sorry for the confusion.
At 09:31 AM 5/21/2004 -0700, you wrote:
>--> Engines-List message posted by: "flyv35b" <flyv35b@ashcreekwireless.com>
>
>Scott, how did you get the comparison info? Did you take the data on your
>same plane previously with mags installed and then later on with the EI
>installed?
>
>Cliff A&P/IA
>----- Original Message -----
>From: "Scott Bilinski" <bilinski@kyocera-wireless.com>
>To: <engines-list@matronics.com>
>Subject: Re: Engines-List: Cruising airspeed
>
>
> > --> Engines-List message posted by: Scott Bilinski
><bilinski@kyocera-wireless.com>
> >
> > One thing I forgot to add is that the fuel flow to each cylinder is with
>in
> > .2 GPH.
> >
> >
> > LightSpeed Plasma II dual ignition, Air Flow Performance Injection, on a
>360.
> >
> > At 08:35 AM 5/21/2004 -0600, you wrote:
> > >--> Engines-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
> > >
> > >Scott, what EI's are you using?
> > >
> > > I assume you are running a Lyc 0-360?
> > >
> > > Are you using a carb or throttle body?
> > >
> > >Vic
> > >----- Original Message -----
> > >From: "Scott Bilinski" <bilinski@kyocera-wireless.com>
> > >To: <engines-list@matronics.com>
> > >Subject: Re: Engines-List: Cruising airspeed
> > >
> > >
> > > > --> Engines-List message posted by: Scott Bilinski
> > ><bilinski@kyocera-wireless.com>
> > > >
> > > > For me, I cruise my RV-8a, 160 kts, 7GPH, dual EI, 60% power, 25 LOP.
> > >These
> > > > numbers are good from 8.0 to 10.5 Have not flown over 10.5 yet so.....
>I
> > > > dont understand how this info will help you unless you get the
>performance
> > > > differences in percentage. For example, dual EI over mags is 3% faster
>and
> > > > 8% less fuel. With info like that you can make a much better
>comparison.
> > > > Might be better off to tell us what your end goal is and then an
>expert
> > > > like Mahlon can tell you how to get there and how much $$$ it will
>cost.
> > > > The numbers I gave you only apply to my RV-8a with a 3 blade, 151
> > >WhirlWind
> > > > prop all set ups are different.
> > > >
> > > >
> > > > At 06:07 AM 5/21/2004 -0700, you wrote:
> > > > >--> Engines-List message posted by: "Gary Casey"
><glcasey@adelphia.net>
> > > > >
> > > > >I'm doing some analysis of various powerplant options and would like
>to
> > >know
> > > > >if there is data available that documents cruising TAS vs. altitude:
> > > > >
> > > > >1. For a conventional Naturally-Aspirated engine configuration with
> > > > >standard magnetos. This needs to be at a fixed rpm and fixed percent
> > >power
> > > > >below 8,000 ft. 75 percent power and 2500 rpm would be a
>representative
> > > > >condition. It is important that the rpm be held constant. I have
>some
> > >data
> > > > >like this, but only up to about 12,000 feet. I would like to get
>data up
> > >to
> > > > >18,000.
> > > > >
> > > > >2. For a Naturally-Aspirated engine equipped with dual electronic
> > >ignition
> > > > >that automatically advances the timing at low manifold pressures
>under
> > >the
> > > > >same conditions as above. I have a suspicion that the slope of the
> > >airspeed
> > > > >line above 8,000 feet is much lower than with fixed timing, but I
>have
> > > > >little data.
> > > > >
> > > > >3. A turbo-normalized engine (any turbocharged engine will do) run
>at a
> > > > >fixed rpm and fixed percent power at all altitudes to at least 18,000
>ft.
> > >I
> > > > >have reasonably good data (C-TR182) for this that shows a straight
>line
> > >with
> > > > >an 8 percent increase from 8,000 to 18,000.
> > > > >
> > > > >It would be nice if all three configurations were on an ES, but other
> > > > >airframes will also produce usable data. I have found that the above
> > >data
> > > > >for certified aircraft closely matches each other, but I only have
> > >anecdotal
> > > > >information for the dual electronic ignition version.
> > > > >
> > > > >Thanks,
> > > > >
> > > > >Gary Casey
> > > > >
> > > > >
> > > >
> > > >
> > > > Scott Bilinski
> > > > Eng dept 305
> > > > Phone (858) 657-2536
> > > > Pager (858) 502-5190
> > > >
> > > >
> > >
> > >
> >
> >
> > Scott Bilinski
> > Eng dept 305
> > Phone (858) 657-2536
> > Pager (858) 502-5190
> >
> >
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 10
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| Subject: | Re: Cruising airspeed |
--> Engines-List message posted by: LessDragProd@aol.com
Hi Gary,
I have some performance data on a Lycoming O-360 engine in a RV-6A.
On the Lycoming 360 Propeler page of www.lessdrag.com
You'll see why you don't really want to use 2500 RPM for cruise.
Jim Ayers
Message 11
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| Subject: | Re: Cruising airspeed |
--> Engines-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
Scott, tell us how you are able to determine fuel flow to each cylinder?
Vic
----- Original Message -----
From: "Scott Bilinski" <bilinski@kyocera-wireless.com>
Subject: Re: Engines-List: Cruising airspeed
> --> Engines-List message posted by: Scott Bilinski
<bilinski@kyocera-wireless.com>
>
> One thing I forgot to add is that the fuel flow to each cylinder is with
in
> .2 GPH.
>
>
> LightSpeed Plasma II dual ignition, Air Flow Performance Injection, on a
360.
>
> At 08:35 AM 5/21/2004 -0600, you wrote:
> >--> Engines-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
> >
> >Scott, what EI's are you using?
> >
> > I assume you are running a Lyc 0-360?
> >
> > Are you using a carb or throttle body?
> >
> >Vic
> >----- Original Message -----
> >From: "Scott Bilinski" <bilinski@kyocera-wireless.com>
> >To: <engines-list@matronics.com>
> >Subject: Re: Engines-List: Cruising airspeed
> >
> >
> > > --> Engines-List message posted by: Scott Bilinski
> ><bilinski@kyocera-wireless.com>
> > >
> > > For me, I cruise my RV-8a, 160 kts, 7GPH, dual EI, 60% power, 25 LOP.
> >These
> > > numbers are good from 8.0 to 10.5 Have not flown over 10.5 yet so.....
I
> > > dont understand how this info will help you unless you get the
performance
> > > differences in percentage. For example, dual EI over mags is 3% faster
and
> > > 8% less fuel. With info like that you can make a much better
comparison.
> > > Might be better off to tell us what your end goal is and then an
expert
> > > like Mahlon can tell you how to get there and how much $$$ it will
cost.
> > > The numbers I gave you only apply to my RV-8a with a 3 blade, 151
> >WhirlWind
> > > prop all set ups are different.
> > >
> > >
> > > At 06:07 AM 5/21/2004 -0700, you wrote:
> > > >--> Engines-List message posted by: "Gary Casey"
<glcasey@adelphia.net>
> > > >
> > > >I'm doing some analysis of various powerplant options and would like
to
> >know
> > > >if there is data available that documents cruising TAS vs. altitude:
> > > >
> > > >1. For a conventional Naturally-Aspirated engine configuration with
> > > >standard magnetos. This needs to be at a fixed rpm and fixed percent
> >power
> > > >below 8,000 ft. 75 percent power and 2500 rpm would be a
representative
> > > >condition. It is important that the rpm be held constant. I have
some
> >data
> > > >like this, but only up to about 12,000 feet. I would like to get
data up
> >to
> > > >18,000.
> > > >
> > > >2. For a Naturally-Aspirated engine equipped with dual electronic
> >ignition
> > > >that automatically advances the timing at low manifold pressures
under
> >the
> > > >same conditions as above. I have a suspicion that the slope of the
> >airspeed
> > > >line above 8,000 feet is much lower than with fixed timing, but I
have
> > > >little data.
> > > >
> > > >3. A turbo-normalized engine (any turbocharged engine will do) run
at a
> > > >fixed rpm and fixed percent power at all altitudes to at least 18,000
ft.
> >I
> > > >have reasonably good data (C-TR182) for this that shows a straight
line
> >with
> > > >an 8 percent increase from 8,000 to 18,000.
> > > >
> > > >It would be nice if all three configurations were on an ES, but other
> > > >airframes will also produce usable data. I have found that the above
> >data
> > > >for certified aircraft closely matches each other, but I only have
> >anecdotal
> > > >information for the dual electronic ignition version.
> > > >
> > > >Thanks,
> > > >
> > > >Gary Casey
> > > >
> > > >
> > >
> > >
> > > Scott Bilinski
> > > Eng dept 305
> > > Phone (858) 657-2536
> > > Pager (858) 502-5190
> > >
> > >
> >
> >
>
>
> Scott Bilinski
> Eng dept 305
> Phone (858) 657-2536
> Pager (858) 502-5190
>
>
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