Today's Message Index:
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1. 04:12 AM - Re: mounting hinges/Email Mechanics ;-) (Thom Riddle)
2. 04:28 AM - Re: Re: mounting hinges/Email Mechanics ;-) (John Hauck)
3. 04:58 AM - Re: Re: mounting hinges/Email Mechanics ;-) (John Hauck)
4. 11:47 AM - Re: Re: mounting hinges/Email Mechanics ;-) (Charlie England)
5. 12:13 PM - Re: Re: mounting hinges/Email Mechanics ;-) (John Hauck)
6. 12:34 PM - Re: Re: mounting hinges/Email Mechanics ;-) (Charlie E)
7. 06:34 PM - Re: Re: mounting hinges/Email Mechanics ;-) (John Hauck)
Message 1
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Subject: | Re: mounting hinges/Email Mechanics ;-) |
....
Surprisingly, I burned 5.0 gph at 5,200 rpm at 10,000 feet. At low altitudes and
5,200 rpm, fuel burn is 5.5 gph.
....
Should not be a surprise because at 10,000 feet 5200 rpm makes less power than
at 4,000 feet due to less dense air. Less power means less fuel consumption.
Don't mean to split hairs, just asking:
Did you really mean you flew at 10,000 feet east bound against west bound IFR traffic,
or perhaps you meant 9,500'?
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
no engine
FOR SALE
Diamond Katana DA20-A1
Rotax 912 F3
Don't worry about old age... it doesn't last very long.
- Anonymous
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=398787#398787
Message 2
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Subject: | Re: mounting hinges/Email Mechanics ;-) |
Nice. What was your IAS?
Richard P/Kolbers:
Averaged about 75 to 80.
john h
mkIII
Titus, Alabama
Message 3
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Subject: | Re: mounting hinges/Email Mechanics ;-) |
Should not be a surprise because at 10,000 feet 5200 rpm makes less power
than at 4,000 feet due to less dense air. Less power means less fuel
consumption.
Thom Riddle
Thom R/Kolbers:
Yes, I was surprised. Up until this flight my 912ULS burned 5.5 gph at 5,200
rpm no matter what altitude I flew.
When I refueled at Cross City, FL, after 4.0 hours, it took 20.1 gals. Hope
it will keep on doing that.
john h
mkIII
Titus, Alabama
Message 4
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Subject: | Re: mounting hinges/Email Mechanics ;-) |
On 04/17/2013 06:58 AM, John Hauck wrote:
>
>
>
> Should not be a surprise because at 10,000 feet 5200 rpm makes less power
> than at 4,000 feet due to less dense air. Less power means less fuel
> consumption.
>
> Thom Riddle
>
>
>
> Thom R/Kolbers:
>
> Yes, I was surprised. Up until this flight my 912ULS burned 5.5 gph at 5,200
> rpm no matter what altitude I flew.
>
> When I refueled at Cross City, FL, after 4.0 hours, it took 20.1 gals. Hope
> it will keep on doing that.
>
> john h
> mkIII
> Titus, Alabama
>
Does your 912 have a method to manually lean the mixture? If not, you
could probably do even better at altitude if you added that. As I'm sure
you know (but other, UL-only participants might not), not only do you
make less power up there, but the drag is quite a bit less, too, meaning
significantly lower power is required for the same speed.
Charlie
Message 5
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Subject: | Re: mounting hinges/Email Mechanics ;-) |
Does your 912 have a method to manually lean the mixture? Charlie
912 Bing carbs are altitude and temperature compensating.
john h
mkIII
Titus, Alabama
Message 6
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Subject: | Re: mounting hinges/Email Mechanics ;-) |
Yes, but it's doubtful they can manage the extra leaning that's possible at lower
power settings.
Sent from my iPhone
On Apr 17, 2013, at 2:13 PM, "John Hauck" <jhauck@elmore.rr.com> wrote:
>
>
>
> Does your 912 have a method to manually lean the mixture? Charlie
>
>
>
>
> 912 Bing carbs are altitude and temperature compensating.
>
> john h
> mkIII
> Titus, Alabama
>
>
>
>
>
>
Message 7
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Subject: | Re: mounting hinges/Email Mechanics ;-) |
<ceengland7@gmail.com>
Yes, but it's doubtful they can manage the extra leaning
that's possible at lower power settings.
Charlie E/Kolbers:
The Bings lean as much as I want them too. The 912 is still
climbing at 14,500 feet. John Williamson was still climbing
at 15,000 feet. Midrange is tuned right next to too lean on
the 80 and 100 horse 912. I experienced a too lean
condition on my first flight to Alaska in 1994, but did not
have the experience with the engine, was brand new when I
departed Alabama, to properly diagnose what was going on. A
few months after returning from Alaska, when the weather
cooled in Alabama, I discovered the problem, raised the fuel
needles a notch, and cured my problem. Would have saved me
a bunch of grief in Alaska if I could have figured it out.
The guys at ROTAX couldn't figure it out either.
john h
mkIII
Titus, Alabama
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