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Fuel consumption test results

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Mike Whisky

Joined: 05 Jun 2006
Posts: 336
Location: Switzerland

Posted: Tue Feb 11, 2014 1:51 pm Post subject: Fuel consumption test results

Hi I just copied my request from VAF here as well to seek your feedback:



I did fuel consumption test runs with 55%, 65% and 75% at 3000 ft and 6000ft as well as 9500 ft (55% & 65%). What did you guys measure or is there a chart to see fuel consumption over altitude for different power settings?



This is how I did it.

1) Set power e.g. 2300 RPM, 20.7 MAP which gives me 55% HP

2) Autopilot alt hold e.g.. 3000ft

2) I lean slowly about .2 gal/2min until the last EGT peaked and runs about 15F LOP stayed with this setting to record speeds and fuel flow. (My injection nozzle restrictors still have a gami spread of about 0.9 gal).



My results are (TAS in kt):



55% pwr 

3000 ft 9.11 gal/h 134 TAS

6000 ft 9 gal/h 140 TAS

9000 ft 9.25 gal/h ? 154 TAS



65% pwr

3000 ft 10.7 gal/h 144 TAS

6000 ft 10.57 gal/h 157 TAS

9500 ft 10.4 gal/h 160 TAS



75% pwr

3000 ft 12.4 gal/h 162 TAS

6000 ft 12.28 gal/h 167 TAS



thanks 

Michael

_________________
RV-10 builder (flying)
#511

jesse(at)saintaviation.co
Guest

Posted: Tue Feb 11, 2014 4:25 pm Post subject: Fuel consumption test results

I do have a power chart, but those numbers look pretty normal to me. It would be good to note your map, rpm and density altitude with those numbers if possible. You should be able to get the peak spread down to 0.2gph. 



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



 	  Quote: 	
		   On Feb 11, 2014, at 4:51 PM, "Mike Whisky" <rv-10(at)wellenzohn.net> wrote:

 

 

 

 Hi I just copied my request from VAF here as well to seek your feedback:

 

 I did fuel consumption test runs with 55%, 65% and 75% at 3000 ft and 6000ft as well as 9500 ft (55% & 65%). What did you guys measure or is there a chart to see fuel consumption over altitude for different power settings?

 

 This is how I did it.

 1) Set power e.g. 2300 RPM, 20.7 MAP which gives me 55% HP

 2) Autopilot alt hold e.g.. 3000ft

 2) I lean slowly about .2 gal/2min until the last EGT peaked and runs about 15F LOP stayed with this setting to record speeds and fuel flow. (My injection nozzle restrictors still have a gami spread of about 0.9 gal).

 

 My results are:

 

 55% pwr 

 3000 ft 9.11 gal/h 134 TAS

 6000 ft 9 gal/h 140 TAS

 9000 ft 9.25 gal/h ? 154 TAS

 

 65% pwr

 3000 ft 10.7 gal/h 144 TAS

 6000 ft 10.57 gal/h 157 TAS

 9500 ft 10.4 gal/h 160 TAS

 

 75% pwr

 3000 ft 12.4 gal/h 162 TAS

 6000 ft 12.28 gal/h 167 TAS

 

 thanks 

 Michael

 

 --------

 RV-10 builder (flying, test phase)

 #511

 

 

 

 

 Read this topic online here:

 

 http://forums.matronics.com/viewtopic.php?p=418550#418550

dmaib@me.com

Joined: 25 Apr 2006
Posts: 455
Location: New Smyrna Beach, Florida

Posted: Tue Feb 11, 2014 5:21 pm Post subject: Re: Fuel consumption test results

Michael, those numbers look like just what I would expect to see. There are charts in the Lycoming manual. I believe you can find it online.

_________________
David Maib
RV-10 #40559
New Smyrna Beach, FL

rv10flyer(at)live.com
Guest

Posted: Tue Feb 11, 2014 5:36 pm Post subject: Fuel consumption test results

I have mine from .4 to .1 depending on the altitude and power setting. If 

you work on the LOP ops Airflow suggests doing it above 12GPH (2400 and 

24MAP) the plane moved into yellow territory when I do this but for the 

short time I did it I was able to get a decent idea of a real spread. I than 

did it at 55-60% and checked to see if the same EGT order followed. With 

that call Don and airflow and give him your results, he should be able to 

get you started. Additionally Tim's webpage has a great writeup on how he 

went from .9 down to 0.

--

carl.froehlich(at)verizon
Guest

Posted: Tue Feb 11, 2014 5:59 pm Post subject: Fuel consumption test results

Here is a data run after I did my last nozzle adjustment.  The table lists

fuel flow when each cylinder peaked.  The numbers in () are the nozzle size

for each cylinder.  Air Flow Performance provides nozzles in .0005"

increments.  The nozzles fit Bendix, Precision and AFP injectors.  Data

taken solo, full fuel.



Altitude	RPM	MP	#1 (.028)	#2 (.029)	#3 (.027)

#4 (.027)	#5 (.029)	#6 (.0275)	Spread	TAS

6500		2350	23.3	12.8		12.9		12.9

12.9		12.8		12.9		0.1	180

5500		2340	23.3	12.3		12.3		12.4

12.4		12.2		12.3		0.2	176

3000		2270	21	9.8		9.8		9.8

9.8		9.8		9.8		0.0	142

4500		2200	20.8	9.1		9.1		9

9		9		9.1		0.1	154

4500		2200	19.9	9.1		9.1		9.1

9.1		9.4		9.3		0.3	150



Typical cross country cruise is above 6500', 2350 RPM, WOT and ~20 degrees

LOP.  I plan for 168kts TAS.  Fuel burn is of course dependent on altitude

but is typically 10.5 - 11.5GPH (pilot, passenger and some bags).



Of interest, the fuel flow spread (first to peak, last to peak) on the new

from Van's stock IO-540 was 1 GPH (standard injectors were all the same

size: .028").  At that spread LOP was a real rough engine.  Now LOP is as

smooth as ROP.



Carl



--

jesse(at)saintaviation.co
Guest

Posted: Tue Feb 11, 2014 6:59 pm Post subject: Fuel consumption test results

Some engines run LOP easier than others, but tuning the injectors helps a lot. Airflow recommends putting a new set of 0.025" nozzles to start he process for better atomization of fuel (up to 260hp in the 540, 0.026" over 260HP). I have done this process with at least 8 engines all with very good results. I usually do the tuning at the power setting that the owner likes to use for cruise. I now stock nozzles to help people do all of the tuning in a short visit. This and dynamic balancing are the best ways to get your engine running as smoothly as possible, no matter what the power setting, and both LOP and ROP. 



Jesse



Sent from my iPad



[quote] On Feb 11, 2014, at 8:58 PM, "Carl Froehlich" <carl.froehlich(at)verizon.net> wrote:

 

 

 

 Here is a data run after I did my last nozzle adjustment.  The table lists

 fuel flow when each cylinder peaked.  The numbers in () are the nozzle size

 for each cylinder.  Air Flow Performance provides nozzles in .0005"

 increments.  The nozzles fit Bendix, Precision and AFP injectors.  Data

 taken solo, full fuel.

 

 Altitude    RPM    MP    #1 (.028)    #2 (.029)    #3 (.027)

 #4 (.027)    #5 (.029)    #6 (.0275)    Spread    TAS

 6500        2350    23.3    12.8        12.9        12.9

 12.9        12.8        12.9        0.1    180

 5500        2340    23.3    12.3        12.3        12.4

 12.4        12.2        12.3        0.2    176

 3000        2270    21    9.8        9.8        9.8

 9.8        9.8        9.8        0.0    142

 4500        2200    20.8    9.1        9.1        9

 9        9        9.1        0.1    154

 4500        2200    19.9    9.1        9.1        9.1

 9.1        9.4        9.3        0.3    150

 

 Typical cross country cruise is above 6500', 2350 RPM, WOT and ~20 degrees

 LOP.  I plan for 168kts TAS.  Fuel burn is of course dependent on altitude

 but is typically 10.5 - 11.5GPH (pilot, passenger and some bags).

 

 Of interest, the fuel flow spread (first to peak, last to peak) on the new

 from Van's stock IO-540 was 1 GPH (standard injectors were all the same

 size: .028").  At that spread LOP was a real rough engine.  Now LOP is as

 smooth as ROP.

 

 Carl

 

 --

Mike Whisky

Joined: 05 Jun 2006
Posts: 336
Location: Switzerland

Posted: Thu Feb 13, 2014 11:57 am Post subject: Re: Fuel consumption test results

Thank you all for your feedback.

I am currently running all cylinders on .045 nozzles from Airflowperformance and did send my data to Don. He is sending me now some nozzles to reduce the spread.



Regards

Michael

_________________
RV-10 builder (flying)
#511

jesse(at)saintaviation.co
Guest

Posted: Thu Feb 13, 2014 12:26 pm Post subject: Fuel consumption test results

I hope you mean 0.025" nozzles. 



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



 	  Quote: 	
		   On Feb 13, 2014, at 2:57 PM, "Mike Whisky" <rv-10(at)wellenzohn.net> wrote:

 

 

 

 Thank you all for your feedback.

 I am currently running all cylinders on .045 nozzles from Airflowperformance and did send my data to Don. He is sending me now some nozzles to reduce the spread.

 

 Regards

 Michael

 

 --------

 RV-10 builder (flying, test phase)

 #511

 

 

 

 

 Read this topic online here:

 

 http://forums.matronics.com/viewtopic.php?p=418669#418669

Mike Whisky

Joined: 05 Jun 2006
Posts: 336
Location: Switzerland

Posted: Fri Feb 14, 2014 1:12 am Post subject: Re: Fuel consumption test results

Jesse my RPM is limited to 2500 due to noise regulations 

Therefore Don suggested .024 nozzles

Mike

_________________
RV-10 builder (flying)
#511

rv10flyer(at)live.com
Guest

Posted: Fri Feb 14, 2014 7:01 am Post subject: Fuel consumption test results

Let us know how the whole rejetting works out.



--

Mike Whisky

Joined: 05 Jun 2006
Posts: 336
Location: Switzerland

Posted: Sun Feb 16, 2014 12:25 am Post subject: Re: Fuel consumption test results

Sure will do. So far I did test flights at different altitudes and power settings . It world like this: I noted EGTs from .5 gal fuel flow before the first cylinder peaks in .2gal steps down untilgbar all EGTs peaked. The data I sent to Don at airflow performance and he suggested to try first a .025 In # 5, a .0245 in #6

and maybe cylinder #2, and a .0235 in #1. I will update the data once I have installed and tested the nozzles. 

Regards

Michael

_________________
RV-10 builder (flying)
#511

Rv10flyer(at)live.com
Guest

Posted: Sun Feb 16, 2014 8:38 am Post subject: Fuel consumption test results

I can use some education here. If Lycoming is putting in .0280 and some are taking the restrictor down to .025, what does that do to WOT on takeoff? Is the 22-23 gph still being seen on takeoffs to cool the CHT?

Why wouldn't lycoming just put .025 restrictors in to start with?

Pascal



On Feb 16, 2014, at 12:25 AM, "Mike Whisky" <rv-10(at)wellenzohn.net (rv-10(at)wellenzohn.net)> wrote:

[quote]--> RV10-List message posted by: "Mike Whisky" <rv-10(at)wellenzohn.net (rv-10(at)wellenzohn.net)>



Sure will do. So far I did test flights at different altitudes and power settings . It world like this: I noted EGTs from .5 gal fuel flow before the first cylinder peaks in .2gal steps down untilgbar all EGTs peaked. The data I sent to Don at airflow performance and he suggested to try first a .025 In # 5, a .0245 in #6

and maybe cylinder #2, and a .0235 in #1. I will update the data once I have installed and tested the nozzles. 

Regards

Michael



--------

RV-10 builder (flying, test phase)

#511





Read this topic online here:



http://forums.matronics.com/viewtopic.php?p=418780#418780



http://www.matronics.com/Navigator?RV10-List================================================

http://www.mat==================================================



[b]

Kelly McMullen

Joined: 16 Apr 2008
Posts: 1188
Location: Sun Lakes AZ

Posted: Sun Feb 16, 2014 11:29 am Post subject: Fuel consumption test results

I suspect the effort is to have the pressure to the injectors be a bit higher for better atomization, however, I think it is a valid question, especially if it changes the minimum pressure needed to develop full power. IIRC that is somewhere around 15 psi in stock form.

 

On Sun, Feb 16, 2014 at 9:37 AM, PReid <Rv10flyer(at)live.com (Rv10flyer(at)live.com)> wrote:

 	  Quote: 	
		   I can use some education here. If Lycoming is putting in .0280 and some are taking the restrictor down to .025, what does that do to WOT on takeoff? Is the 22-23 gph still being seen on takeoffs to cool the CHT?

 Why wouldn't lycoming just put .025 restrictors in to start with?

Pascal



On Feb 16, 2014, at 12:25 AM, "Mike Whisky" <rv-10(at)wellenzohn.net (rv-10(at)wellenzohn.net)> wrote:

 

 	  Quote: 	
		  --> RV10-List message posted by: "Mike Whisky" <rv-10(at)wellenzohn.net (rv-10(at)wellenzohn.net)>

 



Sure will do. So far I did test flights at different altitudes and power settings . It world like this: I noted EGTs from .5 gal fuel flow before the first cylinder peaks in .2gal steps down untilgbar all EGTs peaked. The data I sent to Don at airflow performance and he suggested to try first a .025 In # 5, a .0245 in #6

 and maybe cylinder #2, and a .0235 in #1. I will update the data once I have installed and tested the nozzles. 

Regards

Michael



--------

 RV-10 builder (flying, test phase)

#511





Read this topic online here:

http://forums.matronics.com/viewtopic.php?p=418780#418780

 





http://www.matronics.com/Navigator?RV10-List================================================

 http://www.mat=========================



	
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-- 



 - sent from the microchip implanted in my forearm

  

  [quote][b]

_________________
Kelly McMullen
A&P/IA, EAA Tech Counselor
KCHD

Dick Sipp

Joined: 11 Jan 2006
Posts: 215
Location: Hope, MI

Posted: Sun Feb 16, 2014 1:59 pm Post subject: Fuel consumption test results

This is what Don had me do as well saying at the time that the .028 to .025  trade off is around 260HP and is done for better spray patterns.  We also  checked for adequate takeoff fuel flow; I don’t remember the exact number but I  think it was appox. 23-25 gph. I usually see at least 25 gph.

  

 Dick Sipp

 530 hours

  

  

   From: Kelly McMullen (apilot2(at)gmail.com) 

 Sent: Sunday, February 16, 2014 2:29 PM

 To: rv10-list(at)matronics.com (rv10-list(at)matronics.com) 

 Subject: Re: Re: Fuel consumption test  results

  



  I suspect the effort is to have the pressure to the injectors be a  bit higher for better atomization, however, I think it is a valid question,  especially if it changes the minimum pressure needed to develop full power. IIRC  that is somewhere around 15 psi in stock form.



 



 On Sun, Feb 16, 2014 at 9:37 AM, PReid <Rv10flyer(at)live.com (Rv10flyer(at)live.com)> wrote:

  	  Quote: 	
		        I can use some education here. If Lycoming is putting in .0280 and    some are taking the restrictor down to .025, what does that do to WOT on    takeoff? Is the 22-23 gph still being seen on takeoffs to cool    the CHT?

   Why wouldn't lycoming just put .025 restrictors in to start with?

   Pascal

      mber

On Feb 16, 2014, at 12:25 AM, "Mike Whisky" <rv-10(at)wellenzohn.net (rv-10(at)wellenzohn.net)>    wrote:



    	  Quote: 	
		            --> RV10-List message posted by: "Mike Whisky" <rv-10(at)wellenzohn.net (rv-10(at)wellenzohn.net)>

Sure      will do. So far I did test flights at different altitudes and power settings      . It world like this: I noted EGTs from .5 gal fuel flow before the first      cylinder peaks in .2gal steps down untilgbar all EGTs peaked. The data I      sent to Don at airflow performance and he suggested to try first a .025 In #      5, a .0245 in #6

and maybe cylinder #2, and a .0235 in #1. I      will update the data once I have installed and tested the nozzles.      

Regards

Michael      



--------

RV-10 builder      (flying, test      phase)

#511





Read      this topic online here:

http://forums.matronics.com/viewtopic.php?p=418780#418780



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--  



- sent from the microchip implanted in my forearm



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