Peter wrote:
That’s very good, and quite unusual for a turboprop conversion, most of which reduce the range compared to the original piston version.
Well, if you compare with same payload (let’s say 3 adults on board?), the Silver Eagle would probably have lower range. I achieve those things by flying alone and, crucially, largely exceeding the altitude where the pressurisation gives a “no oxygen needed” cabin, and using oxygen as a complement (but not a mask like I would need completely unpressurised at FL240…). It does burn more when lower…
I notice two different display technologies amongst the five King GD displays in your avionics: the upper NAVCOM and autopilot seem to sequence segments in a way your camera shows them as partial. Not so the other three…
That’s quite funny… must be the multiplex sequence and speed. All these segmented displays are multiplexed because it much reduces the number of connections to the display. Also, pulse width modulation enables easy brightness control.
It is 0.8 kg/l, that is about 6.67 lb/usgallon, so I carry about 980 lb of fuel. Depending on temperature difference to ISA, I can fly (“to zero range”, having removed about 10 usg for the climb) about 6.5 hours to 7 hours at 200 knots to 195 knots, that is about 1300 nm. Realistically, my record is ELLX to LBSF (825 nmi great circle; 910 nmi planned route), with reserves and alternate.
That’s very good, and quite unusual for a turboprop conversion, most of which reduce the range compared to the original piston version. Watching the plane on FR24 yesterday was just amazing.
…plus it looks cool!
Antonio wrote:
Any performance delta with the five blader?
No, but it increases prop ground clearance and subjectively feels even less vibrations, and a more “jet-like” noise.
lionel wrote:
It is 0.8 kg/l, that is about 6.67 lb/usgallon
Oops! Yes of course! I must have got my eights confused.
Impressive range with all that fuel. 1000nm is a bit tight but definitely 900NM is doable, as you experienced. Any performance delta with the five blader?
Antonio wrote:
the 8lbs/gal of jet fuel
It is 0.8 kg/l, that is about 6.67 lb/usgallon, so I carry about 980 lb of fuel. Depending on temperature difference to ISA, I can fly (“to zero range”, having removed about 10 usg for the climb) about 6.5 hours to 7 hours at 200 knots to 195 knots, that is about 1300 nm. Realistically, my record is ELLX to LBSF (825 nmi great circle; 910 nmi planned route), with reserves and alternate.
I see. Yup, the 8lbs/gal of jet fuel means you are carrying, depending on temp, around 1200lbs worth of fuel…but you can probably do over 1000nm with that much fuel?
What about the impressive five-blader? Have you always had it or was that an upgrade from three blades?
On the way back, Solent did the transit clearance with just tens of seconds to spare. Really atrocious, given that Bournemouth told them about it some 30nm ahead.
