Traash
Well Known Member
In case you want to see the numbers of a RV-10 @ FL250.
Last week I needed to fly from KCXO to KOSH, a distance of 880 NM. Normally I would stop enroute but the winds at altitude beckoned. I filled for 17,000'. The tailwinds were stronger, the fuel flow lower and the mpg was higher the higher I climbed. I found myself asking Center for higher and higher and ended up at FL250 which made it possible to fly the route non-stop on 47 gallons of fuel. The picture shows the cruise numbers. I didn't start out to go that high so I didn't record any other data as a true test flight would. It just happened that conditions were perfect to see what she would do.
Conditions:
Lightweight (solo, no cargo, 35g fuel @ TOC), Cold (ISA +3*), Strong tailwinds, No clouds or turbulence, Full Oxygen and mask available, Destination VFR, Traveling from high to low pressure (slight descent in the flight levels), No traffic.
Equipment:
Thunderbolt IO-540, 9.1 pistons, 2 Slick mags, Airflow Performance fuel servo, 2 blade Hartzell prop, standard fuel tanks (60g), Mountain High EDS-4ip Oxygen.
Performance:
Final climb rate: 150fpm @ 90kias (140ktas)
Leaned to Max power (75* ROP)
Maintained 160ktas thru FL200
If you want to test your aircraft to it's service ceiling remember that the canula breathing method is only good to 18,000'. You need a mask above that to 25,000'. Above that you need pressure breathing.
As you can see, a stock RV-10 is a great x-country aircraft. I can't thank Van enough for designing such a capable machine and making it possible for me to build it.
Note: Had to stop on the way home. Luckily the winds had shifted Westerly and we're merely 70k crosswinds.
Last week I needed to fly from KCXO to KOSH, a distance of 880 NM. Normally I would stop enroute but the winds at altitude beckoned. I filled for 17,000'. The tailwinds were stronger, the fuel flow lower and the mpg was higher the higher I climbed. I found myself asking Center for higher and higher and ended up at FL250 which made it possible to fly the route non-stop on 47 gallons of fuel. The picture shows the cruise numbers. I didn't start out to go that high so I didn't record any other data as a true test flight would. It just happened that conditions were perfect to see what she would do.
Conditions:
Lightweight (solo, no cargo, 35g fuel @ TOC), Cold (ISA +3*), Strong tailwinds, No clouds or turbulence, Full Oxygen and mask available, Destination VFR, Traveling from high to low pressure (slight descent in the flight levels), No traffic.
Equipment:
Thunderbolt IO-540, 9.1 pistons, 2 Slick mags, Airflow Performance fuel servo, 2 blade Hartzell prop, standard fuel tanks (60g), Mountain High EDS-4ip Oxygen.
Performance:
Final climb rate: 150fpm @ 90kias (140ktas)
Leaned to Max power (75* ROP)
Maintained 160ktas thru FL200
If you want to test your aircraft to it's service ceiling remember that the canula breathing method is only good to 18,000'. You need a mask above that to 25,000'. Above that you need pressure breathing.
As you can see, a stock RV-10 is a great x-country aircraft. I can't thank Van enough for designing such a capable machine and making it possible for me to build it.
Note: Had to stop on the way home. Luckily the winds had shifted Westerly and we're merely 70k crosswinds.