Today's Message Index:
----------------------
1. 05:06 AM - Re: OSH (GARY PENNINGTON)
2. 03:01 PM - Checklist for GRT EFIS (laflyins)
3. 04:38 PM - Re: OSH (N1BZRich@aol.com)
4. 05:25 PM - Re: more prop test info (Dave)
5. 05:55 PM - Re: more prop test info (IFLYSMODEL@AOL.COM)
6. 08:13 PM - N730AL For sale (Jim Langley)
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Hello again John
Thanks for the response.
I'm selling my Lightning on Barnstormers.com to buy an Archer. I am in
the process of finishing my IFR rating and I'm looking for an IFR
certified Archer to finish.
Thanks again for your response.
Gary Pennington
----- Original Message -----
From: John Drane<mailto:JDrane1@flica.net>
To: lightning-list@matronics.com<mailto:lightning-list@matronics.com>
Sent: Wednesday, August 05, 2009 6:30 PM
Subject: Re: Lightning-List: OSH
Gary, It is a 1968 Cherokee 180D, not an Archer or Warrior.
John
----- Original Message -----
From: GARY PENNINGTON<mailto:pennington@q.com>
To:
lightning-list@matronics.com<mailto:lightning-list@matronics.com>
Sent: Wednesday, August 05, 2009 5:45 PM
Subject: Re: Lightning-List: OSH
John
Is your Cherokee an Archer?
Gary Pennington
----- Original Message -----
From: John Drane<mailto:JDrane1@flica.net>
To:
lightning-list@matronics.com<mailto:lightning-list@matronics.com>
Sent: Wednesday, August 05, 2009 4:59 PM
Subject: Re: Lightning-List: OSH
Buz, I am a future Lightning builder ( as soon as I sell my
Cherokee). I just wanted to let you know I look forward to every
newsletter and save them all. Please keep up to good work and thank
you.
John Drane
Laveen, Arizona
----- Original Message -----
From: N1BZRich@aol.com<mailto:N1BZRich@aol.com>
To:
lightning-list@matronics.com<mailto:lightning-list@matronics.com>
Sent: Tuesday, August 04, 2009 8:24 PM
Subject: Lightning-List: OSH
All,
I am home from Oshkosh and just started working on the next
newsletter. Hope to have it out sometime this weekend or early next
week. Overall it was a very good convention. Total number of
showplanes was up and there were actually slightly more homebuilts than
vintage aircraft this year. Great. I think total attendance was also
up - it sure seemed that way. One important thing for everyone to
consider - only 355 days until the start of Oshkosh 2010.
Blue Skies,
Buz
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Subject: | Checklist for GRT EFIS |
Does anyone have a checklist.txt file they have developed for the Lightning to
place on their GRT Horizon 1 EFIS that they would be willing to share?
Regards,
Jim Riviere
Lightning N115LT
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=256421#256421
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John,
Thanks for your encouraging words on the newsletter. It's goal is to
both educate and motivate future builders and flyers as well as provide an
avenue for current builders and flyers to exchange information. On top of
that, every now and then we also try to provide some humor "just for the
fun of it". Hope you can be at the Third Annual Lighting Fly-In this
September 25&26.
Blue Skies,
Buz
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Subject: | Re: more prop test info |
Buz
I put the 62FK60 on today. Don't know what to think just yet. Testing
was done at 3,000 ft, 85 degrees and indicated only
new prop-----------
RPM Fuel burn Speed mph
2850 8.1 152
2750 6.6 146
2650 5.7 140
WOT 3,000 rpm, static 2560 rpm at WOT the EGT was 1450 degrees
composite ground adjustable (old prop)
2850 6.1 145
2650 5.1 137
WOT 3200 RPM
I reached the 150 mph point but lost 2 gal per hr. Short story long---
what are you running for jetting and I am thinking this may be an
altitude prop--not used for skud running? Nick or Buz, what jetting is
needed?
Thanks for any advise
Dave McC
----- Original Message -----
From: N1BZRich@aol.com
To: lightning-list@matronics.com
Sent: Sunday, March 22, 2009 10:48 PM
Subject: Lightning-List: 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
-------------------------------------------------------------------------
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Feeling the pinch at the grocery store? Make dinner for $10 or less.
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Subject: | Re: more prop test info |
Hey Dave: It looks like your speeds are very comparable to those that Buz
posted. (His were true and yours were indicated). I would estimate that you
would have to add approximately 10 mph to your figures to get the true
speed. It will be interesting to see what the fuel jetting should be. I am sure
that Nick will ask what the temperatures were.
Lynn
In a message dated 8/6/2009 8:26:01 P.M. Eastern Daylight Time,
corky@hbci.com writes:
Buz
I put the 62FK60 on today. Don't know what to think just yet. Testing
was done at 3,000 ft, 85 degrees and indicated only
new prop-----------
RPM Fuel burn Speed mph
2850 8.1 152
2750 6.6 146
2650 5.7 140
WOT 3,000 rpm, static 2560 rpm at WOT the EGT was 1450 degrees
composite ground adjustable (old prop)
2850 6.1 145
2650 5.1 137
WOT 3200 RPM
I reached the 150 mph point but lost 2 gal per hr. Short story long---
what are you running for jetting and I am thinking this may be an altitude
prop--not used for skud running? Nick or Buz, what jetting is needed?
Thanks for any advise
Dave McC
----- Original Message -----
From: _N1BZRich@aol.com_ (mailto:N1BZRich@aol.com)
Sent: Sunday, March 22, 2009 10:48 PM
Subject: Lightning-List: 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
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Just a note to let anyone who is interested in knowing that my Lightning is
for sale. The aircraft is listed on Barnstormers and Green Landings is
handling the sale for me.
My reduction in work means that my income has dropped significantly and I
cannot afford to keep the aircraft right now. At some time in the future I
will build another.
Link to barnstormers advertisement:
https://www.barnstormers.com/classified_358078_Fast+Lightning+w+Jabiru+3300.
html
Jim!
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