quote:Originally posted by tajon:
have you considered adding an inverted oil system? The Mudry Cap10s that I used to fly had inverted oil system on the IO-360 (i think it was) and you could fly inverted and do any negative g maneuvers that you wanted, well until you reached the g limits which were +/- 6.
you said that the plane is capable of loops and rolls but is not certified for aerobatics? I don't know your aviation background so I would hate to insult you or your project but that statement makes me nervous.
No insult taken sir...
As a pilot, you know ANY properly flown aircraft can do basic aerobatic flights as long as the pilot is smooth on the controls and keeps the airframe in positive G''s.. There are documanted cases of even airliners doing loops and rolls without damage or crashing..
For all the motorheads this is a 550 cu in motor..
Here are a couple of facts about the flight:
•The Lancair IV falls into class C1d in the Fédération Aéronautique Internationale classification system. (landplane, internal combustion powered, 1500-3000 kg)
•Engine: Barrett IO-550 non-turbo, 10:1 pistons, oversized oil sump, GAMI injectors, mags.
•My official take off weight was 4,449 lbs (2017.6 kg).
•Total fuel on board at engine start: 361 gallons.
•Total fuel on board at engine shutdown: 6 gallons
•Fuel burned 355 gallons.
•Oil quantity on engine start: 14 quarts
•Oil added: 0 zero
•Oil quantity on landing back home in Virginia: 14 quarts
•Total oil consumption: ZERO (Thank you Allen Barrett & crew)
•Great circle distance between PGUM and KJAX 13,059 km, 7,051 nm, 8,114 sm.
•Time aloft: 38:29
•Average fuel consumption: 9.2 gph. Cruise ranged from 11 gph heavy to 8 gph light.
•Average ground speed: 183 knots.
•Average cruise TAS: 180 knots
That is 22.85 miles per gallon while running over 200 MPH....... Impressive for sure.