Warrior cruise RPM settings

wrote:
I get 150knots at 10.5 gph,

Hmmpf. Gotta get me one of those Comanches. The Lance I fly burns 16gph
at that speed and I'm carrying two extra empty seats... Is that a
PA-24-180?

According to Clarke's book, the PA-24-180 cruises at ~130 knots. The 250 hp
version cruises at ~157 knots. That plane has an O-540 in it. There's also a 260
hp model that gets a couple knots more out of an O-540. Post-1966 models are
fuel injected.

George Patterson
Drink is the curse of the land. It makes you quarrel with your neighbor.
It makes you shoot at your landlord. And it makes you miss him.

Sorry but I don't see your point.

On Tue, 04 Oct 2005 16:34:57 GMT, "lardsoup" wrote:

I rent a Warrior from a local FBO and usually set the RPMs to 2400 in
cruise. It gets about 110kts at
2400. But that seems too slow. Heck I've been getting 110kts from one of
their C152s. Rereading the
POH I see that the cruise RPM settings can be 2500 or 2600. So I'm curious.
Where do others run their
Warriors while in cruise. I'm not concerned about fuel burn because fuel is
included in the rental price
and my typical flight is around 2 hours. I know an old Warrior is no SR-71,
but I want to at least try for
some more speed. Thanks.


I am learning on a Warrior PA28 161 which has no wheel fairings.
I am told that cruise is between 2200 and 2300 rpm which gives around
100kts ias. I am told only to use full power on take off and climbing
It could be that here in the UK avgas is 1.20 UK pounds per litre at
my airport so I guess economy is a factor.

Sounds like you should have charged more for wet fees.
I know the several Warrior II (PA28-161) planes I rented, both the
owners and FBO made money off them. As for flying with the throttle
firewalled (75% power or less depending upon altitude) versus reduced
throttle there wasn't much difference in economy even with proper leaning.

I would believe most owners (including myself) are more concerning with
proper leaning, cold shock, and sloppy pilot landings & takeoffs. Those
factors will bite into an owners & FBO's pocketbook.

Nick
PA28-180



Seth Masia wrote:
This is one reason I no longer lease back my airplane -- because people ran
it without regard for fuel burn, and the FBO charged me for the waste. When
I fly it, I get 150knots at 10.5 gph, but I saw renters burn 40 gal every
three hours. Nuts.

Seth
Comanche N8100R

"Nick" wrote in message
...

When I used to rent a Warrior 160hp, I would usually fly it with the
throttle firewalled.

Does the Warrior you fly have wheel pants on? If not that would cost you
a least 5 knots.

Nick
PA28-180 'D'

lardsoup wrote:

I rent a Warrior from a local FBO and usually set the RPMs to 2400 in
cruise. It gets about 110kts at
2400. But that seems too slow. Heck I've been getting 110kts from one
of
their C152s. Rereading the
POH I see that the cruise RPM settings can be 2500 or 2600. So I'm
curious.
Where do others run their
Warriors while in cruise. I'm not concerned about fuel burn because fuel
is
included in the rental price
and my typical flight is around 2 hours. I know an old Warrior is no
SR-71,
but I want to at least try for
some more speed. Thanks.

Gonna throttle up next time I fly.

What's your hurry? If you enjoy flying, why be so eager to get back
on the ground?

vince norris

When running it with the throttle firewalled, don't you introduce a
real risk of overspeed? Will the engine really make it to TBO running
at max RPMs (especially considering the effects of ram-air and whatnot
at speed)?

Finally, if you owned instead of rented, would you do the same?

Ben Hallert
PP-ASEL

"Nick" wrote

I would believe most owners (including myself) are more concerning with
proper leaning, cold shock, and sloppy pilot landings & takeoffs. Those
factors will bite into an owners & FBO's pocketbook.

How does cooling shock show up, in a diagnostic/ overhaul/ shortening of
engine life, if you know what I mean? What parts suffer, and how do you
know other than tearing down the engine? (short of having it seize on you)

I have my guesses, but am probably at least partially wrong, and possibly
totally wrong. g
--
Jim in NC

"Ben Hallert" wrote

(especially considering the effects of ram-air and whatnot
at speed)?

Ahhh, the big ram air fallacy. Anyone have those calculations handy, that
show how many inches (fractions) that the ram air increases the manifold
pressure at various typical airspeeds?
--
Jim in NC

I rent so the plane has to be back by a certain time. I've been trying to
land at all the airports in the state so, and I've gone to all the ones that
are close, so now I need to cover more distance. I know it's not that much
more speed but......

When running it with the throttle firewalled, don't you introduce a
real risk of overspeed? Will the engine really make it to TBO running
at max RPMs (especially considering the effects of ram-air and whatnot
at speed)?

What is "overspeed" on a fixed prop?

"Max RPMs" on an O-320 (and, in fact, all aircraft engines) are so retarded
that the engine is really just loping along at 2700 rpm.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"