Flying Efficiently in a World of $7 Avgas
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- čas přidán 5. 12. 2016
- Savvy Aviator Mike Busch analyzes what altitudes, airspeeds, power settings and leaning techniques provide the best bang for your 100LL buck. Savvy Aviation offers Professional Maintenance Services to owners of General Aviation aircraft, such as: Savvy Mx (Professional Maintenance Management), Savvy QA (Expert Consulting), Savvy Prebuy, SavvyAnalysis (Engine Data Analysis) and Savvy Breakdown Assistance. For more info see savvyaviation.com and www.sportys.com/pilotshop/spor.... This channel offers videos about those services, and webinars hosted by Mike Busch which were produced by the Experimental Aircraft Association (EAA) and sponsored by Aircraft Spruce and Specialty.
- Auta a dopravní prostředky
Due to my work , sometimes, many times miss the webinar on time but later I do watch on CZcams, sir /Ma'am, many who contributed their time and effort have been appreciated, thanks
In any of these discussions an important point needs to be made _up front:_ Wide Open Throttle and 100% power _are not necessarily the same._ A lot of "gearheads" don't get this- they think they know everything about engines but in fact they are short on physics.
lean WOT
20:19. Wow, you really had me going there for a minute! I was trying to figure out just how the heck the knots and MPH scales on that "ASI" were related. I finally realized that it was actually a thermometer!
6:45 I found my favourite throttle body of all time..
6:49 Despite having “efficiency” in the name, volumetric efficiency has very little to do with fuel efficiency. It’s only relevant to mass air flow for producing maximum power. Best fuel economy (by range) occurs at altitude, where both drag and power are reduced by low air density. Even in the case of an uncooled turbocharger, increased charge air temperature slightly decreases its density with altitude.
Best fuel efficiency is calculated as the minimum of fuel consumption divided by groundspeed. Besides altitude and mixture leaning, Another way to decrease fuel consumption, drag, and power is with the throttle. The only time throttle reduction wouldn’t improve economy is when you’re slow or high enough for induced drag to become a factor.
Jeez...I wish these slides we're better in focus ! What is that engine ? GPH indicates it's an IO-550, but who knows ??? NUTTS !
over 200% TBO? Your over 3500 Hours on the same engine? Its a couple years later, have you overhauled yet or you still going? How many hours you up to now? That's awesome! Hope all stays well for you!
VNo sir, if you fly at BEST GLIDE, you are flying that takes into account max L/D but reduces it BECAUSE THE PROPELLER IS WINDMILLING. The faster you go the more windmilling drag increases. Max L/D is max range only in gliders.... Max range is closest to Vy than anything ellse.
propeller is not windmilling if you are maintaining altitude.
$7 (£8) a US gallon here in the UK 2019.
Do an episode on fuel flow gauge… can it be used for leaning in a carbureted engine? My O-540 doesn’t have a fuel flow table…
Hey! I just uploaded a video on leaning the mixture. I managed to fly wide open throttle at 3700 feet, leaning till rpm were 2200/2300 without roughness... so in this situation should I just set power with the mixture? If I would lean till engine roughness I feel power would be too low...
I will differ with you on one item - the value of the tuned exhaust (Power flow). The most notable benefit in carburated engines is the improved ability to run LOP (assuming low restriction air filter also installed). The improved throughput efficiency appears to mitigate some of the inequalities that exist in the intake. Not an absolute cure, but it does help.
However, the one thing to watch for with Power Flow installations, is a 'lean' carburetor that can't provide the increased fuel flow at full rich that the engine now requires (typically about 1 gph increase). I was having difficulty with CHT's in climb, and it failed the lean carb test procedure from Power Flow. I sent the carb on my 172 to M-S to check the flow. They found it was on the lean side of acceptable flow and rejetted it to enrich the flow capability (Marvel-Schebler is familiar with the requirements for Power Flow installations).
Noticeable improvement - no issues now with the Lean Carb test procedure that P-F developed.
@Copter Cop Spoken like a true sycophant.
this might be a stupid question, but Carson's speed is IAS, right? Not TAS.
7 $ for one gallon? Here it’s 2,5 $ for one liter!
fly a jet A diamond,, problem solved :))
I'm confused. Most all of your videos go against the majority of the aviation community AND the oversquare scenario is actually on the FAA knowledge test. Everything you say makes perfect since so why is the industry completely backwards?
Because for the rule makers and manufacturers its easier to not say anything different and coast along. They have no incentive to save you money or make your life easier, in fact the benefit the most from the exact opposite.
I'd really love to learn more about aviation techniques that will save me money, but these things are SO LONG! I can see why people fall asleep during these webinars.