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jfrjr(at)roadrunner.com
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 Posted: Fri Nov 12, 2010 6:50 pm Post subject: X Country Questions |
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Just completed a Maine to California trip in the 10. What a wonderful long range machine!! But, as usual, the flight generated a few questions:
1) Regardless of height (6500 up to 12500) the plane seemed to "like" 2100rpm and MAPs at 22-23 the best. Increasing RPM or MAPs (at lower altitudes) would only gain a few knots increase but a greatly increased fuel flow. The 2100/22.5 settings gave me fuel flows in the low 11s down to low 9s depending on altitude. Throughout the altitudes TAS was always between 151 and 156. I always ran 100ROP. Are these numbers what others are seeing on long flights?
2) I have the butterfly control air flow for the after market oil cooler. In order to keep the oil temp at 180 I ALWAYS have to keep the valve at least partially closed even on long climb outs. The temps in Maine (and on the X country flight) are usually cool but even on day with OATs in the 70s I still can't open the valve all the way. (I have checked my oil temp gauge--by using my wife's high priced electronic candy thermometer probe (please don't tell)---and it is spot on.) So two questions: a) Are other people experiencing these seemingly low temps? and b) When one is on a long flight is it okay, or even better for the engine, to have oil temps down in the 160s?
3) The flight confirmed the fact that I need XM weather. Had to do two unscheduled stops because of what I saw out front but couldn't be seen by Flight Service. I had an IPAD with Foreflight and SkyCharts which were wonderful for situational awareness and planning but, of course, no weather. I have a two screen GRT setup with a 430W. What are my options for XM? Should I wait until ABSD is implemented? Will there be an XM APP for the IPAD? Or should I go ahead and get the very expensive GRT weather receiver?
4) The flight also confirmed that I need oxygen and a system that will be a permanent part of the equipment. Although I didn't go above 14K there was one occasion that a level of 16500 would have let me go straight instead of a wide detour. Does anyone have "numbers" (rpm,ff,etc) at these higher altitudes? And is there a consensus on the type of oxygen system to install?
As always, thanks for the help/advice. Jay Rowe
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jesse(at)saintaviation.co
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| Posted: Sat Nov 13, 2010 9:20 am Post subject: X Country Questions |
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I think the only consensus you'll find on this list is that the RV-10 is a great plane. Beyond that, there are differing opinions on every option.
Personally, I like the Garmin Aera for weather because I can take it with me in whatever plane I fly, but that might not fit you.
Personally, I like flying high and using oxygen, but I also like flying at or lean of peak at high altitudes. I've seen tas of 160 kits burning under 9 gph at 16k+.
Personally, I like the portable SkyOx system because it's inexpensive & I only have to take it when I expect to use it. I can easily pull it out & refill it from our welding tanks in the shop.
Jesse Saint
I-TEC, Inc.
jesse(at)itecusa.org
www.itecusa.org
www.mavericklsa.com
C: 352-427-0285
O: 352-465-4545
F: 815-377-3694
Sent from my iPhone
On Nov 12, 2010, at 9:46 PM, <jfrjr(at)roadrunner.com> wrote:
| Quote: |
Just completed a Maine to California trip in the 10. What a wonderful long range machine!! But, as usual, the flight generated a few questions:
1) Regardless of height (6500 up to 12500) the plane seemed to "like" 2100rpm and MAPs at 22-23 the best. Increasing RPM or MAPs (at lower altitudes) would only gain a few knots increase but a greatly increased fuel flow. The 2100/22.5 settings gave me fuel flows in the low 11s down to low 9s depending on altitude. Throughout the altitudes TAS was always between 151 and 156. I always ran 100ROP. Are these numbers what others are seeing on long flights?
2) I have the butterfly control air flow for the after market oil cooler. In order to keep the oil temp at 180 I ALWAYS have to keep the valve at least partially closed even on long climb outs. The temps in Maine (and on the X country flight) are usually cool but even on day with OATs in the 70s I still can't open the valve all the way. (I have checked my oil temp gauge--by using my wife's high priced electronic candy thermometer probe (please don't tell)---and it is spot on.) So two questions: a) Are other people experiencing these seemingly low temps? and b) When one is on a long flight is it okay, or even better for the engine, to have oil temps down in the 160s?
3) The flight confirmed the fact that I need XM weather. Had to do two unscheduled stops because of what I saw out front but couldn't be seen by Flight Service. I had an IPAD with Foreflight and SkyCharts which were wonderful for situational awareness and planning but, of course, no weather. I have a two screen GRT setup with a 430W. What are my options for XM? Should I wait until ABSD is implemented? Will there be an XM APP for the IPAD? Or should I go ahead and get the very expensive GRT weather receiver?
4) The flight also confirmed that I need oxygen and a system that will be a permanent part of the equipment. Although I didn't go above 14K there was one occasion that a level of 16500 would have let me go straight instead of a wide detour. Does anyone have "numbers" (rpm,ff,etc) at these higher altitudes? And is there a consensus on the type of oxygen system to install?
As always, thanks for the help/advice. Jay Rowe
|
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dave.saylor.aircrafters(a
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| Posted: Sat Nov 13, 2010 10:47 am Post subject: X Country Questions |
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Jay,
That airspeed seems about right for the power setting.
I have to admit I don't keep close track anymore, but I'd be surprised
to see a TAS below 157. I flight plan for 160 at 10GPH on longer,
higher trips. Above 8500' I usually run wide open for what ever MAP
that gives me and set the prop between 2200 and 2300. Then I lean
until it runs as rough as I can stand (not very), and that gets me
160-162 KTAS on 10.5 GPH, with less fuel as I go higher. My engine
doesn't go terribly lean of peak and I haven't balanced the injectors.
I've seen it below 9 GPH above 15000'. TAS drops off a little, maybe
4-5 knots up that high.
For oil temp, you want it to get close to 200 at least for a little
while during each flight, to drive off condensation. 160 is pretty
low but it doesn't seem like you've seen even moderately high OATs
yet.
You're right, you need weather. It's a game changer. I think XM is
great but ADSB looks pretty good too.
I never thought I'd use oxygen but it really allows you to use a ton
more of the plane's potential.
Where are you in CA?
Dave Saylor
AirCrafters
140 Aviation Way
Watsonville, CA 95076
831-722-9141 Shop
831-750-0284 Cell
On Fri, Nov 12, 2010 at 6:46 PM, <jfrjr(at)roadrunner.com> wrote:
| Quote: |
Just completed a Maine to California trip in the 10. What a wonderful long range machine!! But, as usual, the flight generated a few questions:
1) Regardless of height (6500 up to 12500) the plane seemed to "like" 2100rpm and MAPs at 22-23 the best. Increasing RPM or MAPs (at lower altitudes) would only gain a few knots increase but a greatly increased fuel flow. The 2100/22.5 settings gave me fuel flows in the low 11s down to low 9s depending on altitude. Throughout the altitudes TAS was always between 151 and 156. I always ran 100ROP. Are these numbers what others are seeing on long flights?
2) I have the butterfly control air flow for the after market oil cooler. In order to keep the oil temp at 180 I ALWAYS have to keep the valve at least partially closed even on long climb outs. The temps in Maine (and on the X country flight) are usually cool but even on day with OATs in the 70s I still can't open the valve all the way. (I have checked my oil temp gauge--by using my wife's high priced electronic candy thermometer probe (please don't tell)---and it is spot on.) So two questions: a) Are other people experiencing these seemingly low temps? and b) When one is on a long flight is it okay, or even better for the engine, to have oil temps down in the 160s?
3) The flight confirmed the fact that I need XM weather. Had to do two unscheduled stops because of what I saw out front but couldn't be seen by Flight Service. I had an IPAD with Foreflight and SkyCharts which were wonderful for situational awareness and planning but, of course, no weather. I have a two screen GRT setup with a 430W. What are my options for XM? Should I wait until ABSD is implemented? Will there be an XM APP for the IPAD? Or should I go ahead and get the very expensive GRT weather receiver?
4) The flight also confirmed that I need oxygen and a system that will be a permanent part of the equipment. Although I didn't go above 14K there was one occasion that a level of 16500 would have let me go straight instead of a wide detour. Does anyone have "numbers" (rpm,ff,etc) at these higher altitudes? And is there a consensus on the type of oxygen system to install?
As always, thanks for the help/advice. Jay Rowe
|
| | - The Matronics RV10-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?RV10-List |
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