this.....use the CMI SB and add 1.5-3 gph on the fuel flow for better cylinder cooling at max power.Cruise depends on power setting, LOP/ROP, etc.
Take off, 23.2-24.9 GPH is required per Continental SID97-3E.
this.....use the CMI SB and add 1.5-3 gph on the fuel flow for better cylinder cooling at max power.
Almost all of my experience has been in my 172, but that sounds like a lot of fuel burn to me. What TAS do you get at 17GPH in cruise?IO520D.
Initial climb out 24GPH all in, pull it back to 17GPH after cleaning up and 25 squared.
and that 172 is putting out half the horse power....Almost all of my experience has been in my 172, but that sounds like a lot of fuel burn to me. What TAS do you get at 17GPH in cruise?
Almost all of my experience has been in my 172, but that sounds like a lot of fuel burn to me. What TAS do you get at 17GPH in cruise?
Of course I understand that bigger, heavier, faster = more fuel burn.and that 172 is putting out half the horse power....
17.5 gph gets about 190 kts at altitude for me.
and of course 160-170kts down low at that same burn......Of course I understand that bigger, heavier, faster = more fuel burn.
That's why I asked what TAS that bought you.
My 172 had a 180 hp engine and I could get ~115kts at ~8gph with a usefull load of over 1,000# (including fuel). I sold it to buy something faster, knowing full well I will get lower gph. I was just a little surprised at 17.5gph. But then I was thinking 160-170 kts instead of 190kts.
Almost all of my experience has been in my 172, but that sounds like a lot of fuel burn to me. What TAS do you get at 17GPH in cruise?
a 210-D going 190kts?.....really?
me thinks something around 165kts.....
....which is about 25 kts slower than 190kts.7500 feet turning 2500 RPM with 22.5 inches yields 14.9 GPH going 189 MPH TAS. Per the chart
IO520 come in a few flavors.
285 horse
and 310 horse limited to 5 minutes I believe 285 continuous
and 310 horse continuous.
I'm sure I'm forgetting something.
We are looking at a 1964 210-D.
at 17.5 GPH @ 190k gives us 12.4 MPH carrying 1270 pounds useful load.
converting that to MPH, that's 218 MPH. We will not be running with a full load.
We are going to see the A/C today.
The 190 is already MPH, the 210 is a 165kt airplane.
Right,, I looked it up again Never exceed speed is 199 MPH
Optimum speed 190 MPH, Range 765 Miles Endurance 4 hours.
Economy speed 131 MPH, Range 1035 Miles Endurance 7.9 hours.
The Owner told me today she uses 12 gallons per hour, with 84 gallons on board what are we looking for cruise speed? Duration will be 7 hours.
We are contemplating this:
http://www.trade-a-plane.com/detail/aircraft/Single+Engine+Piston/1964/Cessna/210D/1761386.html
I think they are decent airplanes. Would be nice if useful was a bit higher. Cowlings are like a dream come true.
Stock instrument panel layout leaves something to be desired.
Average useful load is 1270 pounds for the "D", my highest cabin load will be 900, which means I can carry 60+ gallons of gas in 84 gallon tanks. That should give me 5 Plus hours legs. (4 hours is all I ever do) but 5 hours will get you down the airway 800+ miles.
There isn't much I can do with the instrument lay out, but get used to it.
Are you keeping it? If so, put a Dynon in it, especially out where you live.
Other than fuel flow.....if you don't already have them, I'd be thinking about getting a nice set of jacks. That gear has a reputation for needing attention.:wink2:
Guy on CPA claims to have never had a gear problem since he started lubricating and cleaning all switches at annual using WD40, over 30 years ago (>1000 hours).
The key to any retract is proper maintenance.