The iS is at the factory and would love to have you fly it. It will be here and waiting.
Really wonderful and silky-smooth 4-hour flight in the RV-12 up to KMVN this morning!
At 5400 rpm I was showing 116-118 knots and fuel burn of 4.7-4.9 gph. That was at gross weight.Vic, what was your typical TAS and fuel flow during the trip?
Thanks,
At 5400 rpm I was showing 116-118 knots and fuel burn of 4.7-4.9 gph. That was at gross weight.
Vic
Figuring 19.8 gallons/4.8 gph = 4.125 hours.... x 117 knots x 1.15 mph/knot = a range of 555 miles. That is about what I would expect, and substantially better than the downgraded numbers (433 miles) that Van's now claims for the RV-12.
Perhaps I am reading your post wrong, but there's no way I would calculate "range" assuming dry tanks. That would be a real pucker factor for me.
I know the regs say we need 30 minutes of fuel remaining for day VFR for planning purposes, but I always land with 1 hour of fuel in the tanks, no matter what I am flying. You just never know if the the ruwway gets closed upon your arrival and you have to divert, or stronger winds than forecast, etc.
That's just my practice and in no way meant to be judgmental of others.
Vic
How is the LSA expo? Good turn out?
I thought it was a pretty good turnout, but to be fair it was my first time at this one. I think it will grow in the future as word gets out. Personally, I liked the "slower" pace as I felt I could spend more quality time with each interested party.
Vic
Perhaps I am reading your post wrong, but there's no way I would calculate "range" assuming dry tanks. That would be a real pucker factor for me.
I know the regs say we need 30 minutes of fuel remaining for day VFR for planning purposes, but I always land with 1 hour of fuel in the tanks, no matter what I am flying. You just never know if the the ruwway gets closed upon your arrival and you have to divert, or stronger winds than forecast, etc.
That's just my practice and in no way meant to be judgmental of others.
Vic
I stated above: Figuring 19.8 gallons/4.8 gph = 4.125 hours.... x 117 knots x 1.15 mph/knot = a range of 555 miles. That is about what I would expect, and substantially better than the downgraded numbers (433 miles) that Van's now claims for the RV-12.
Vic, in the Section 5-6 of the RV-12 POH under 'Cruise Performance,' dated 03/07/16, in which the rightmost column is titled 'Range' it say below:
'NOTES: 1) No fuel allowance is made for take-off, climb, descent, or reserve.'
That is the only consistent way I know of calculating and publishing range numbers and that is apparently the way Van's did it.
I guess RV-12 pilots are expected to air launch their airplanes and do a Bob Hoover Shrike Commander arrival!
The engineer in me would still like to see a competent and accurate answer to Alan's range question posted here and in the previously closed thread.
Krea, because there are so many possible variables, range numbers are generally given based upon the total amount of usable fuel. It can easily be calculated by flying for one hour at the desired altitude and conditions and precisely metering fuel consumption, then using the distance covered after correcting for any wind, and the airspeed to calculate the range.
It is up to the individual pilot to allow for normal consumption for takeoffs and landings and to determine how much reserve to allow beyond their expected landing time for unforeseen circumstances. Personally, 30 minutes would not be good enough. I would feel much more comfortable with a minimum of an hour of reserve fuel.
On the first leg of the trip to the Expo I flew 2.7 hours and put in 15.4 gallons of fuel when I landed. The routing was from GA04 to KCTJ and a landing at KHVC. My figures show that as 276NM.
We were at gross weight (1320 lbs) and climbed to 3500' for most of the trip. Midway through the trip we climbed to 4500' for about 35 minutes for radar coverage (I always use flight following). RPM's were at 5400 for most of the trip, except climbs and descents.
That's as accurate as you are going to get from me for now. All of the other legs had demo flights on either end without filling up.
I think this particular 912 is running overly rich, as the EGT is low at 1100-1200 degrees. Rotax recommended is in the 1400's. On my Kitfox's with the 912 I did experiment with the positioning of the needle clips and was able to achieve the recommended EGT's. I have not had time to experiment with this one yet.
Vic
Nothing,leave them alone. Should be set at factory. They will adjust the idle mixture if you needed.