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01-23-2011, 10:06 PM
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Join Date: Nov 2006
Location: Calgary, Canada
Posts: 408
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17.25?!?
Is that a typo  ? I'm not sure I could put 17.25gph through my O-360 if I tried.
Granted, I haven't tried, and fly from a 4k airport and lean accordingly, but that is surprising to me. Maybe you should install a 540  ?
__________________
JV
Calgary, Alberta, Canada
RV7 QB - Airframe largely complete, sans canopy and glass... unfortunately sold
RV6 - O-360-A1A, Hartzell CS, dual G3X VFR... purchased
Dues paid 2015
"Being defeated is only a temporary condition; giving up is what makes it permanent."
-- Marilyn vos Savant
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01-24-2011, 09:07 AM
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Join Date: Jan 2005
Location: SC
Posts: 12,887
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Quote:
Originally Posted by java
Is that a typo  ? I'm not sure I could put 17.25gph through my O-360 if I tried.
Granted, I haven't tried, and fly from a 4k airport and lean accordingly, but that is surprising to me. Maybe you should install a 540  ?
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OK, I admit it, I have a Super -9!
I just checked my data logs and it looks like I'll have to calibrate my fuel flow.
The fuel flow is showing 11.875 gallons remaining out of 36 (24.125 burned) over 1.375 hours. But when I look at the fuel level in the tanks, they are show I have 7.9375 and 14.0625 gallons in each tank, which equates to 14 gallons burned over that same 1.375 hours for a fuel flow of a little over 10 GPH.
That sounds more reasonable.
__________________
Bill R.
RV-9 (Yes, it's a dragon tail)
O-360 w/ dual P-mags
Build the plane you want, not the plane others want you to build!
SC86 - Easley, SC
www.repucci.com/bill/baf.html
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01-25-2011, 01:11 AM
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Join Date: Nov 2007
Location: Reno, NV
Posts: 2,125
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Quote:
Originally Posted by java
Is that a typo  ? I'm not sure I could put 17.25gph through my O-360 if I tried.
Granted, I haven't tried, and fly from a 4k airport and lean accordingly, but that is surprising to me. Maybe you should install a 540  ?
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Could be possible. FF for a 540 at WOT at SL is in the 25+ GPH 'hood. 2/3 of that would be 16.6, so down low and running hard, it could be up there. Overall burn for the flight should be lower, as Bill showed below, but that initial takeoff/climb burn can be up there...especially for the newest Super 9 on the block!
Quote:
Originally Posted by N941WR
OK, I admit it, I have a Super -9!
I just checked my data logs and it looks like I'll have to calibrate my fuel flow.
The fuel flow is showing 11.875 gallons remaining out of 36 (24.125 burned) over 1.375 hours. But when I look at the fuel level in the tanks, they are show I have 7.9375 and 14.0625 gallons in each tank, which equates to 14 gallons burned over that same 1.375 hours for a fuel flow of a little over 10 GPH.
That sounds more reasonable.
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By the way Bill, we have a racing class for Super 9's too...RV Blue! Ya comin' out to play this year? Hmmm? Hmmm?
Glad things are going well!!
Cheers,
Bob
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01-28-2011, 08:56 PM
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Join Date: Jan 2005
Location: SC
Posts: 12,887
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3.3 hours and all is well!
3.3 hours on the new engine and all is well. The engine was down one quart of oil, which is to be expected of a new engine and the high power settings I?ve been running.
I swung by the airport today and fixed the AP disconnect button and maybe the static that has plagued the radio since I put the -9 back together. Then, with those tasks done, I took it up for all of 4/10ths of an hour and three landings.
The one thing I notice most about this engine is the extra weight up front. With my EW CG at 76.76, I'm actually in a good situation. The CG with the smaller O-290 placed the CG at 78.82, slightly tail heavy.
The difference in landing is really astounding. With the CG at 78.82 it was really easy to three point it but with the CG up at 76.76, I can roll it on so easy.
The real issue may be that after not flying it for 19 months, I'm simply running down final five mph too fast. Thanks Tony for mentioning that, you might be correct.
The power is addictive, as I knew it would be. While taking off on a 5500 foot runway (elevation 675 ft) I was at pattern altitude before crossing the departure end of the runway and that was without yanking the nose up and climbing anywhere close to Vx or Vy for that matter.
The other thing of note was the improvement in the Dynon Autopilot software. I was a beta tester for Dynon until I wacked the engine. After my incident, they came out with release 5.4, which included some AP upgrades. In the short period of time I had the AP engaged, it seemed much smoother than I remembered, even in the light chop I experienced today.
With luck, I'll get in some more testing this weekend and play with the AP some more. Maybe even fly off the remaining 1.7 hours.
Regarding the fuel flow. I'm tracking the fuel usage and will update the flow rate after a few more fill ups. That is easy enough to do and it would be nice to have it read accurately.
Quote:
Originally Posted by rvmills
...By the way Bill, we have a racing class for Super 9's too...RV Blue! Ya comin' out to play this year? Hmmm? Hmmm? 
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Cheers,
Bob
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Maybe...
__________________
Bill R.
RV-9 (Yes, it's a dragon tail)
O-360 w/ dual P-mags
Build the plane you want, not the plane others want you to build!
SC86 - Easley, SC
www.repucci.com/bill/baf.html
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01-29-2011, 05:21 PM
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Join Date: Apr 2007
Location: phx
Posts: 61
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are you ready
its so nice to be flying again after being down for a while and with some more power on top it seams to be worth it so now all you need is that turbo i have a couple of kits in the works
what do you say
__________________
Mike Poulsen
Phoenix
RV 6 TURBO
N 694 MP
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01-29-2011, 06:11 PM
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Join Date: Jan 2005
Location: SC
Posts: 12,887
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Quote:
Originally Posted by mike in phx
its so nice to be flying again after being down for a while and with some more power on top it seams to be worth it so now all you need is that turbo i have a couple of kits in the works
what do you say
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Sure, put me in your beta program and send me one for free!
Why not, I have helped friends install turbos and SC's on a number of different cars when I was racing.
At one point I seriously looked at adding a turbo to the O-290 because it already had low compression pistons and I thought it would be a good fit.
Since the -9 seems to be optimized for high altitude cruising, a turbo-normalized engine would be a good match for it. Well, except for that Vne TAS thing.
With the O-360 now installed that seems to be putting out more HP than stock, I no longer see the need. Other than being able to say, "I've got a TC in my RV," and having another toy to tinker with, I will pass on this option.
Besides, I don't think I really have a need to go vertical.
Post info on your kit, that is the type of thing I would like to see.
__________________
Bill R.
RV-9 (Yes, it's a dragon tail)
O-360 w/ dual P-mags
Build the plane you want, not the plane others want you to build!
SC86 - Easley, SC
www.repucci.com/bill/baf.html
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01-30-2011, 02:45 AM
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Join Date: Mar 2005
Posts: 5,685
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My WOT ~ 100F ROP EGT Burn Rate
My stock 8.5:1 O-360-A1A, WOT, ~ 100F ROP EGT burn rate is approximately 14.25 GPH. Where it becomes an issue is in the AirVenture Cup race because of its distance and size of the tanks on our RV-6A. We never know from one year to the next if there is going to be an AirVenture Cup Race but in the recent direction rotation scheme we will be west bound most of the way flying out of Dayton's Wright Brothers airport to Oshkosh this year (hopefully). That is the least desirable route for the race. You are flying against prevailing winds, with several turns requiring low altitude verification passes and some real PITA custom FAA requirements for altitudes in certain sensitive areas. Then when you recover at Fond Du Lac there is always traffic and the control is erratic and you are low on fuel. The alternate year straight line route out of Mitchell, SD is WONDERFUL!
Bob Axsom
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02-02-2011, 05:50 PM
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Join Date: Jan 2005
Location: SC
Posts: 12,887
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How to take an hour to go 58 NM at 151 kts
With some test time left to burn on the new engine, I elected to fly 58 NM to Gilliam - Mc Connell Airfield (5NC3) and have some BBQ at the Pick-n-Pig restaurant, located on the field.
As I pulled up my hangar neighbor had his new KitFox IV pulled out and ready for a flight. I suggested he meet me at the Pick-n-Pig only to realize that if I stayed with him, by the time I returned, I would have my test time flown off. The only problem was that I'm still breaking in my new engine, so I couldn't throttle back to KitFox speeds.
The plan was for him to fly at 2500' and I would stay down at 2000' and fly circles around him. The following is the plot from my GPS as played back on Google Earth.
I feel dizzy just looking at it.
You can see where I took off from our home airport and circled 1000' above pattern altitude until he fueled up and got airborne. Then it was off to 5NC3 where I again circled until after he landed.
Left turns were used so I could keep him in sight the entire flight.
__________________
Bill R.
RV-9 (Yes, it's a dragon tail)
O-360 w/ dual P-mags
Build the plane you want, not the plane others want you to build!
SC86 - Easley, SC
www.repucci.com/bill/baf.html
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02-02-2011, 06:06 PM
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Join Date: Sep 2006
Location: Townsend, Montana
Posts: 3,179
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I find it ironic that you were flying a pigtail pattern on your way to a place called Pick-n-Pig
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Retired Dam guy. Life is good.
Brian, N155BKsold but bought back.
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02-03-2011, 12:51 AM
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Join Date: Sep 2009
Location: Wichita, KS
Posts: 557
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Great picture. Front page material, for sure.
__________________
Andrew Z.
Engineering Flight Test Pilot/Engineer, CFI-A, CFII, ATP
RV-7 in work (See my build log.)
Empennage...Done (except rebuilding the rudder.)
Wings...Halfway complete.
2018 Dues Paid
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