REFLECTOR: Fuel Consumption Performance

[Scott Derrick]

Chris,

That coolant injection system of yours.  Was it modeled after the WWII
plane's systems for max power?

Scott

Christopher Barber wrote:
> Go Al Go!!!!! I agree with ya buddy. I am making some real progress
> with my 2 rotor. Now that I not trying to tune it with coolant in the
> combustions chambers, things seem to be coming together MUCH better <g>
>
> Right now my potential airplane is kinda of kewl as a REALLY expensive
> "go-kart" taxiing around the airport :-) I am making a lot of "proof
> of concept" stuff into flight ready. Kinda scary ;-0
>
> All the best,
>
> Al Gietzen wrote:
>>
>> Terry;
>>
>> Good numbers. They are a bit lower than you previously reported, and
>> right in line with what I get with my rotary.
>>
>> There was some discussion awhile back on another list about slowing
>> down and reducing the cost of flying. I’m thinking- wait a minute;
>> one of the reasons I have an airplane is to go fast. I can make a 500
>> nm leg on about 28.0 gals of fuel at 170 KTAS. If I slow down to 150
>> I can save about 1 gal, and take over 20 minutes longer. The cost of
>> that gas (especially mogas at $3.00) is completely negligible
>> compared to the overall cost of having an airplane. I think I’ll
>> start flying at 190 J.
>>
>> Al
>>
>> -----Original Message-----
>> *From:* reflector-bounces at tvbf.org
>> [mailto:reflector-bounces at tvbf.org] *On Behalf Of *Terry Miles
>> *Sent:* Thursday, August 27, 2009 10:00 AM
>> *To:* 'Velocity Aircraft Owners and Builders list'
>> *Subject:* Re: REFLECTOR: Fuel Consumption Performance
>>
>> Al,
>>
>> Here is my cruz engine log to include this last IN to CO trip.
>> Westbound was full power. 10,000 will get me mid 180 Kts TAS and
>> 12,000 gets mid 190 kts TAS. That runs about 11.5 at full throttle
>> and leaning 50 LOP. Thanks to Scott I did it right and pulled the
>> mixture out until they were all LOP and enriched back on the first to
>> peak so to get 50 LOP. It was hardly any real effective difference,
>> but better to do it right. (And I never got to KLMO when I was asking
>> about high dens alt ops.)
>>
>> As the log shows, on the way back at 11,000 I pulled back to try and
>> hold mid 170's for speed, and I pulled the prop rpm back some too,
>> but it doesn't sound good below 2100 for some reason. Anyway I was
>> able to get 9.5 for a fuel flow. Next good tailwind and I'll try mid
>> 150's for a speed.
>>
>> Also for what it worth for you other fellow newbies and flatlanders
>> out there, I had it in my head and in my muscle memory that cooler
>> temps mean more leaning since those are the mixture adjustments I
>> have been making hundreds of times now. When I got out on the runway
>> for takeoff run…I put the throttle in full, then I leaned the mixture
>> leaning for peak…when I got to peak I instinctively _leaned _for the
>> 100 cooler instead of enriching to get the 100 cooler. Of course I
>> immediately saw this and fixed it, but I was surprized at myself…all
>> while the engine is at full blast and my head is on the departure
>> matters and checklists. Thought I'd toss that in. What not to do is
>> often as good as knowing what TO do.
>>
>> Terry
>>
>> *From:* reflector-bounces at tvbf.org
>> [mailto:reflector-bounces at tvbf.org] *On Behalf Of *Al Gietzen
>> *Sent:* Wednesday, August 05, 2009 11:34
>> *To:* 'Velocity Aircraft Owners and Builders list'
>> *Subject:* Re: REFLECTOR: Fuel Consumption Performance
>>
>> Al,
>>
>> Hey thanks for that. Can I do anything to help fill in the matrix any
>> better? I could get you some 165 TAS numbers on my next long trip. It
>> seems like runs at similar altitudes and TAS would make for the
>> easiest comparisons. But, I could fly at whatever altitude or fuel
>> flow, etc you wanted to know about.
>>
>> Terry;
>>
>> I think I’ve gone as far as going with that – I was just
>> tabulating/correlating the reported data for easier viewing. I’d be
>> more interested in comparison data for alternative engines, although
>> that then needs to be compared with the certified engines.
>>
>> I think each person should gather some data on their own plane, for
>> their own purposes; starting with verifying the accuracy of the
>> airspeed and fuel flow readings. Then it might be fun to compare some
>> data for the same models at the same TAS at the same elevation.
>>
>> So if all you folks flying would, whenever convenient, like to post
>> some data for your M&M and engine type at, say:
>>
>> Leaned cruise
>>
>> 150 KTAS
>>
>> 9500 ft;
>>
>> it would be interesting.
>>
>> Best,
>>
>> Al
>>
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>>
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