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  #11  
Old 12-02-2019, 02:10 PM
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N941WR N941WR is offline
 
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Quote:
Originally Posted by KD4JAZ View Post
Quote:
Originally Posted by SVTPete83 View Post
I have an IO360 and a catto fixed pitch prop. I can climb out at 110 knots getting 7-800 fpm. If I push it hard I can get a whole lot more at 90 knots. Like 1300-1500 depending on the air. I usually cruise at 9500 feet, 155 knots on 7 gallons per hour lean of peak. Its really happy up high. I have achieved some epic numbers at 15-16k feet. It climbed up that high pretty easily as well. I am 5'11 230 and took my buddy up who is 6'4 270. Should to shoulder it was snug, but we had room for sure. I'm not into acro, the nine is an epic cross country machine!
Pete,
Not sure it is a typo or what, but 800 fpm with an IO360 seems a bit anemic.

Marc
Depending on the OAT's, with a fixed pitch prop, that might be a good number.
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  #12  
Old 12-02-2019, 02:32 PM
jjbardell jjbardell is offline
 
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Real world data for my RV-9A (160HP O-320, Catto 3 blade):

Altitude 7500' DA
TAS 141Kts
Fuel Flow 7.7 Gph (cyl #1/3 set 50 ROP cruise...can't go LOP with carb)
RPM 2,450
Full Fuel, two men (185/190#) and 30# baggage
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  #13  
Old 12-03-2019, 01:18 AM
SVTPete83 SVTPete83 is offline
 
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Quote:
Originally Posted by KD4JAZ View Post
Pete,
Not sure it is a typo or what, but 800 fpm with an IO360 seems a bit anemic.

Marc
That?s with a 110 knot climb out at 1850 pounds. I get well over 1k if I pitch up to 100.
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  #14  
Old 12-03-2019, 09:59 AM
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Steve Melton Steve Melton is offline
 
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11.5K, 5.7 gph, prop = 2200 rpm is a sweet spot for me.
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RV-9A, Tip-up, Superior O-320, roller lifters, 160HP, WW 200RV, dual impulse slick mags, oil pressure = 65 psi, EGT = 1300F, flight hours = 800+ for all

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  #15  
Old 12-10-2019, 09:27 PM
alexe alexe is offline
 
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Steve,
What is the TAS at those settings and altitude?
Alex
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  #16  
Old 12-10-2019, 09:52 PM
AlpineYoda AlpineYoda is offline
 
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Okay, stupid question. Go ahead and flame me. My Nomex CAP flightsuit is zipped up....

How are these planes so fast? The numbers above are amazing to me. I?ve flow 172s, 182s, etc with similar horsepower that aren?t within 30 kts of the numbers cited above. It is simply streamlining? If so, why has?t Cessna figured that out in the last 50 years?
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  #17  
Old 12-11-2019, 05:34 AM
Desert Rat Desert Rat is offline
 
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No Flaming here, but I believe Cessna DOES have it figured out. There are trade offs for everything and Cessna builds an airplane for a different mission. Look at the C172. It may have the same engine, but it also has 800 lbs more gross weight, a much bigger cabin, an upright seating position that you get into like a pickup truck, and a super robust landing gear that literally generations of flight students can slam into the runway over and over. All that stuff has a huge up side for average joe pilot or a flight school, but it comes at a performance cost.

Beech also has this figured out. The Bonanza has basically the same cockpit dimensions as an RV7, and is very aerodynamically clean, but all that "slickness" takes a lot of labor hours to produce compared to a simpler design, and the market just isn't as big for an airplane like that, which are a couple of reasons that new ones are pushing a million dollars.
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  #18  
Old 12-11-2019, 05:46 AM
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Steve Melton Steve Melton is offline
 
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Quote:
Originally Posted by alexe View Post
Steve,
What is the TAS at those settings and altitude?
Alex
11,500 ft and 135 kts TAS. you can fly a long time and the engine is loafing along. engine oil looks new when I change it.
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Steve Melton
Cincinnati, OH
RV-9A, Tip-up, Superior O-320, roller lifters, 160HP, WW 200RV, dual impulse slick mags, oil pressure = 65 psi, EGT = 1300F, flight hours = 800+ for all

Simplicity is the art in design.
My Artwork is freely given and published and cannot be patented.
www.rvplasticparts.com

Last edited by Steve Melton : 12-11-2019 at 10:23 AM.
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  #19  
Old 12-11-2019, 06:28 AM
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N941WR N941WR is offline
 
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Quote:
Originally Posted by Desert Rat View Post
No Flaming here, but I believe Cessna DOES have it figured out. There are trade offs for everything and Cessna builds an airplane for a different mission. Look at the C172. It may have the same engine, but it also has 800 lbs more gross weight, a much bigger cabin, an upright seating position that you get into like a pickup truck, and a super robust landing gear that literally generations of flight students can slam into the runway over and over. All that stuff has a huge up side for average joe pilot or a flight school, but it comes at a performance cost.

Beech also has this figured out. The Bonanza has basically the same cockpit dimensions as an RV7, and is very aerodynamically clean, but all that "slickness" takes a lot of labor hours to produce compared to a simpler design, and the market just isn't as big for an airplane like that, which are a couple of reasons that new ones are pushing a million dollars.

Other than getting in to the bucket that is our airplanes, I completely disagree with you.

The seating position in an RV is upright and more comfortable. Unlike a Bonanza, the cabin doesn't curve inward, forcing you to sit at an uncomfortable angle.

As for the OP's question, these are real world numbers from my O-360 powered -9. It climbed at 500 FPM from sea level until it pushed over at 17.6 DA while covering some ground.

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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

Last edited by N941WR : 12-11-2019 at 08:50 AM.
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  #20  
Old 12-11-2019, 06:43 AM
ALagonia ALagonia is offline
 
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Results from two recent flights.
I have a 9 with O-360 and Catto 3 blade.
All speeds are mph
119 TAS 113 IAS
1550 FPM climb
26.4 MAP 2260 RPM
49F temp
3100 feet climbing

Flight 2
Level at 4000?
8.0 gph
20.7 MAP 2490 RPM
177 TAS 159 IAS
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