Today's Message Index:
----------------------
1. 09:19 AM - Re: More on the newsletter. (N1BZRich@aol.com)
2. 09:26 AM - Newsletter feedback (N1BZRich@aol.com)
3. 08:48 PM - more prop test info (N1BZRich@AOL.COM)
Message 1
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| Subject: | Re: More on the newsletter. |
In a message dated 3/19/2009 8:10:25 P.M. Eastern Daylight Time,
n5pb@aol.com writes:
Hoping to submit another articl soon
Thanks, Bear, I always appreciate your inputs. See you at SNF.
Buz
**************Feeling the pinch at the grocery store? Make dinner for $10 or
less. (http://food.aol.com/frugal-feasts?ncid=emlcntusfood00000001)
Message 2
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| Subject: | Newsletter feedback |
All,
Sorry to take so long to send out the results on the recent survey on
the length of the newsletter. The weather has been great here and I have been
catching up on some flying and attending several EAA chapter activities at
local airports.
Basically the feedback to the question of the newsletter length
indicated that most readers think that there is no reason to limit the length.
I
think "World Record Earl" said it best with his short and to the point comment:
"Make it as long as you have interesting articles to put in." Besides, the
"postage" is the same whether it is a 6 page newsletter or a 29 page
magazine. Subscription cost is also the same. So just read that part that interest
you, but as someone wisely mentioned, different readers will be interested in
different articles. Well said.
Now having said that, here are what will be the "rules of engagements"
for future issues. Goals for the newsletter remain:
-to provide information on happenings at Arion
-to provide information from Arion dealers
-to give a voice to Lightning builders and flyers
-to provide information on building and flying the Lightning from
builders, flyers, and the "factory"
-and as in the past, I will attempt to keep the newsletter both
informative and enjoyable to read. So you may still have to put up with my
occasional attempts at humor.
-One main change from the past will be that I will not include any
"Matronics Lightning list" emails unless they have a potential use for future
builders (for example tech tips type of info). So if you send something out to
the list, I see no need to include it in a future newsletter unless the info
might be potentially helpful to future builders.
Weather permitting, I will probably be heading to SYI early this week to
help the "team" in any way I can to get the new SLSA Lightning LS-1 ready
for Sun N Fun. I will be finishing up the next issue while I am there so
hopefully it will have some up to date photos of N325AL. Then, see you at SNF.
Blue Skies,
Buz
**************Feeling the pinch at the grocery store? Make dinner for $10 or
less. (http://food.aol.com/frugal-feasts?ncid=emlcntusfood00000001)
Message 3
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| Subject: | more prop test info |
All,
Some time ago I sent out a report on the results of the prop testing I
have been doing on N31BZ with the Sensenich 62FK60. (remember BZ has the
older solid lifter engine) Those emails listed the true airspeeds vs. RPMs that
I was seeing. As a follow up to that message I have been doing some
additional testing the last several days to come up with some fuel flow numbers
with
the new prop. Most of you that have been on the list for a while know that
my cross country technique is to set a fuel flow (not an rpm) and accept the
airspeed and rpm that the fuel flow gives me at the altitude I am using for
the trip. Since I am planning another trip to SYI early this coming week, I
figured I had better get at least some "ball park" fuel usage numbers before I
make this next trip.
On cross country flights I normally cruise at an altitude that does two
things for me - I am looking for lowest headwinds and smooth flight
conditions. If there is a tail wind, I go up high to take advantage of that,
often
cruising as high as 14,500 when west bound (yes, I have a small O2 bottle).
Normally, I seem to end up in the altitude band between say 6 to 12 thousand
feet, so that is where I have been doing most of the testing the last few days.
Oh, one other thing, the OATs have been running slightly cooler than a
standard day. For example density altitude has been about 300 below indicated
altitude.
Below are the results I have seen during recent flights over the last
few days:
-Since I normally set 6 gph I did a lot of those test. As it turns out, 6
gph seems to give me in the neighborhood of 162 to 165 mph true airspeed
(weight makes a difference). I should also note that I tried to do most of the
test when I had the tanks full (except for that burned during climb out) but
with only me and approx 30 pounds in the baggage area (31BZ is probably around
a 1200 lb airplane with that load).
-However, I noticed something interesting (with the prop and set up I am now
using) when I pulled the fuel flow back below 6 gph. It appears that:
5.5 gph gives 155 mph,
5.0 gph = 150,
4.5 gph = 145,
4.0 gph = 140,
and 3.5 gph was right at 135 mph. I saw no reason to go slower than that.
If these numbers prove fairly accurate during actual cross country
flights, that works out to over a 1000 mile range flying at 135 mph tas - but
who
wants to go that slow.
I just thought the kind of linear relationship of FF to MPH was
interesting. Of course, the time spend at the various fuel flows was just long
enough to let the mph settle down and things could be different when I actually
make the trip to SYI (probably this Tuesday).
Anyway, as normal, I will provide the data for that flight after I get
there and find the time to figure it all out more accurately.
Blue Skies,
Buz
**************Feeling the pinch at the grocery store? Make dinner for $10 or
less. (http://food.aol.com/frugal-feasts?ncid=emlcntusfood00000001)
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