100LL but only for tuning purposes. Switching to 91 octane pump gas. will use 100LL when I have tooTeal,
What fuel are you running?
100LL but only for tuning purposes. Switching to 91 octane pump gas. will use 100LL when I have tooTeal,
What fuel are you running?
Ok, On this mornings flight I tried to duplicate some of the other RV9 cruise flight numbers.My -9A has an IO-320 at 9:1 compression, dual lightspeed and AFP injection. I'm pretty consistent at 8,000-9,000 ft 147kts TAS, 6.7 gph, and 25* LOP. 64% power.
Important to note that at these cruise numbers the AFR is still only 12.9-13. so there is much leaning to go in the tune at these manifold pressures.
Ok, On this mornings flight I tried to duplicate some of the other RV9 cruise flight numbers.
At 8k ft and 150KTAS it was indicating 8.9GPH. at best RPM and manifold pressure which was 6300 RPM and 35.7INHg.
At 10k ft and 150KTAS it was indicating 8.5 GPH and 6300 , 35.3INHg.
Important to note that at these cruise numbers the AFR is still only 12.9-13. so there is much leaning to go in the tune at these manifold pressures. Also we are still tweaking on the fuel flow computer calcs each flight.
Perhaps of some importance is the above numbers represents about 20MPG (no winds). At the end of the last few flights I have drained the fuel and looked at total miles covered and it averages about 21MPG. That seems pretty good considering on the 1 hour flight I climbed to at least 12kft. Yes, I get some back on the glide descent but not equal.
In the end though my goal wasnt to try to get better fuel economy than the standard aircraft engine I think they do a great job of already.
No, with the exception of switching between preset fuel maps that was built prior. I am told that I can connect a potentiometer to one of the ECU's analog inputs for a manual mixture control but I am not really interested in doing that at this point. currently I am switching between a few different tunes during flight then going back through the log with my tuner guy and making fine adjustments until we have an all around good tune. I can always switch over to a for example lean of peak tune in the future if thats what I want but I am ot sure how exactly this engine will behave lean of peak yet.Teal, do you have a form of inflight manual mixture control? How about individual EGT?
I was kind of liking the 2200-2300 Rpm for this last flight but I have not spent to much time in the 8-9kft. Most of my time so far has been 12-15kft.Teal,
What is best prop RPM at those speeds/altitude?
Thank you,
I was kind of liking the 2200-2300 Rpm for this last flight but I have not spent to much time in the 8-9kft. Most of my time so far has been 12-15kft.
Ok, On this mornings flight I tried to duplicate some of the other RV9 cruise flight numbers.
At 8k ft and 150KTAS it was indicating 8.9GPH. at best RPM and manifold pressure which was 6300 RPM and 35.7INHg.
At 10k ft and 150KTAS it was indicating 8.5 GPH and 6300 , 35.3INHg.
Important to note that at these cruise numbers the AFR is still only 12.9-13. so there is much leaning to go in the tune at these manifold pressures. Also we are still tweaking on the fuel flow computer calcs each flight.
Perhaps of some importance is the above numbers represents about 20MPG (no winds). At the end of the last few flights I have drained the fuel and looked at total miles covered and it averages about 21MPG. That seems pretty good considering on the 1 hour flight I climbed to at least 12kft. Yes, I get some back on the glide descent but not equal.
In the end though my goal wasnt to try to get better fuel economy than the standard aircraft engine I think they do a great job of already.
It climbs really, really good up high. But Cruise speeds are not as good as they should be. I feel that I am running out of propeller surface area, Not pitch because I can continue to increase pitch and still load the motor but increased HP is not equating to increased speed. Airmaster tells me this is the largest blades they can offer at this time. The highest that I have taken it was 15.5k and it will still climb around 1.5-2k ft per min. at 15k I think I was still able to make 44INhG manifold pressure. I am considering trying a fixed pitch propeller that performance up high. Sterna is telling me that they have a blade they want me to try. Anybody have experience with them?Great looking install! With that much MP available, I would love to hear how it performs at 17,500. My O-360 -4 does pretty good up there, but starts to fall off above 15k. I would imagine the -9 wing gets more efficient up high.
I would like to post pictures on my post. Can someone please tell me how to do that?
I would like to post pictures on my post. Can someone please tell me how to do that?
Ok, On this mornings flight I tried to duplicate some of the other RV9 cruise flight numbers.
At 8k ft and 150KTAS it was indicating 8.9GPH. at best RPM and manifold pressure which was 6300 RPM and 35.7INHg.
At 10k ft and 150KTAS it was indicating 8.5 GPH and 6300 , 35.3INHg.
Important to note that at these cruise numbers the AFR is still only 12.9-13. so there is much leaning to go in the tune at these manifold pressures. Also we are still tweaking on the fuel flow computer calcs each flight.
Perhaps of some importance is the above numbers represents about 20MPG (no winds). At the end of the last few flights I have drained the fuel and looked at total miles covered and it averages about 21MPG. That seems pretty good considering on the 1 hour flight I climbed to at least 12kft. Yes, I get some back on the glide descent but not equal.
In the end though my goal wasnt to try to get better fuel economy than the standard aircraft engine I think they do a great job of already.
Larry and Ross, Thank you for the advice.
The engine does have oil squirters cooling the pistons but I am not sure if they are forged...
According to this article, the pistons are forged.
It is good to hear people offer support and encouragement and I hope people continue to respect it is your choice and keep the parental cautionary verbage to a nano-minimum.
It climbs really, really good up high. But Cruise speeds are not as good as they should be. I feel that I am running out of propeller surface area, Not pitch because I can continue to increase pitch and still load the motor but increased HP is not equating to increased speed. Airmaster tells me this is the largest blades they can offer at this time. The highest that I have taken it was 15.5k and it will still climb around 1.5-2k ft per min. at 15k I think I was still able to make 44INhG manifold pressure. I am considering trying a fixed pitch propeller that performance up high. Sterna is telling me that they have a blade they want me to try. Anybody have experience with them?
Just a follow up to my cruise speed numbers. Currently I have been leaning out just a little bit and experimenting on longer trips with altitudes and cruise speeds. My last trip I was at 164KTAS at 12kft burning 8.1 and AFR of 13.5. All EGT's were around 1380f.Manifold pressure was 36INhG, throttle position 36%. At 9gph and 40INhG manifold it was at 168KTAS. At 14000 ft it was about 3kts faster for same fuel burn. but normally I like to not have to use oxygen so I stay around 12kft.
Type in you tube:
SkyTrax yamaha sidewinder RV9 in you tube for a couple fly byes and short field takeoff
[/QUOTE]Are you using the OEM ECU hardware (and reprograming it) or a 3rd party ECU ?
No, It is LINK brand ECU sold and tuned by Hypersports. first 20 hours of flight time was adjusting ECU tune.[/COLOR]
What boost control scheme are you using ? Is the waste gate mechanically controlled, or controlled by the ECU?
The waste gate is controlled by ECU and conservatively set by tune to not build to much boost at the lower rpms. Also utilizes knock sensor overlay table in tune to open waste gate or drop manifold pressure if knock is sensed.
Are you using the OEM knock sensor and adjusting timing in the ECU ?
Yes, ECU is adjusting timing, fuel, manifold pressure all the time based on many variables including knock.
How about the O2 sensor — using closed loop AFR control?
Yes running an O2 sensor in closed loop but can switch to open loop at anytime and use generic fueling tables in the case the O2 sensor fouls.
Peter
No firewall kit plans at this time.
It would be nice if it was a little more neighbor friendly.
Today I tested some more high altitude efficiencies. We added a boost target overlay table to the tune so that I could manually increase or decrease the current boost target. I did this so that I could increase throttle position and open waste gate to make up for it. I found some efficiencies here. My ECO cruise before adjusting boost target was: 29% TPS 34" manifold. After increasing throttle and reducing boost target while maintaining 6GPH it was: 44% TPS and 28" manifold. This increased RPM by 200 and yielded about 3 MPH increase. I was at 15kft indicating 134MPH and 31f outside. So a true airspeed of 179MPHT or 155KTS. On 6 GPH this seems pretty amazing to me. in these setting the AFR is about 13.7:1. EGTS are all about 1290f in these settings. Calculated HP was 87hp.
Sure, if I replaced the current actuator assembly with a weaker spring model. The ECU is commanding 0 duty cycle from the boost solenoid at these settings. I am not sure that there is to much more efficiency to be had by replacing the actuator to make it worth it.
That waste gate control arrangement is exactly what I have.
This turbo is really small but I can still make over 40" manifold at 18kft.
One thing that you might be considering in your pumping loss assumption is the size of these individual butterfly valves. These butterfly valves (3 of them) have a huge opening even at 50% throttle so they are not causing much restriction.
It has amazed me every time I take it up high. If I could just get a larger prop to absorb the power up high it would really be good.
thanks.