Typical O-360-A1A Fuel Flows?

[newtech]

Looking for a sanity check on typical fuel flows for takeoff and cruise. I have the following configuration:

RV-7A
Lycoming O-360-A1A, 8.5:1 pistons, 180 HP
58 hours total time airframe and engine
2 Slick Mags.
Catto 3 blade

Just getting into final calibration of my EIS-4000 engine monitor with fuel flow. My fuel flow readings are way high and I would like to know what some of you are seeing.

Thanks,

[Ironflight]

Takeoff and early climb? Full power you might see fuel flows in the 16 gph range (I have to admit, I have never checked the calibration at that end of the measurement range - I can just say it's a LOT of fuel per hour - glad I don't stay there long...)

For Cruise, leaned out LOP at 8,000', 75% power (approx), I can get it down to about 8.0 +/- gph. I am usually within a gallon between my totalizer and what I read on my fuel receipts.

[Terry Lutz]

I worked on my own EIS FF calibration over the past two weeks, and the FloCal number I started with was 200 (recommended by Sandy at GRT). That turned out to be a bit high, so I modified it to 175, then 180. At 180, the EIS showed total fuel used after two and half hours of flying was about 1.5 gallons less than actual, so I will bump it up to 185 for the next check. With FloCal at 180, FF at cruise (24/2400, mixture leaned to 1400 deg EGT, at 3000 feet) was in the 9.5-10.0 range. Your numbers may be different because of different engine/carb/FloScan setup, but by adjusting the FloCal number and checking fuel used, you will eventually get it perfect for your airplane.

[vic syracuse]

I have a Barrett O-360 with 9:1 pistons, and I plan for 10 gph block-to-block, and it is usually right on. I will see the 16-17 gph on climb, 9-10 enroute, or lower if up in the teens, and then 5-6 on descent. I use the VNAV for descents to make them long and efficient, usually setting up for pattern altitude 2-3 miles from the downwind entry.


Vic