What's your range?

[Dennis]

Looking for realistic longez range numbers. 0-235 vs 0-320. (standard tanks)
 I've been polling long ez pilots about the big engine vs the small one.  My impression is, with the 0-320 range goes down and glide speed goes way up.
  Comments?
Dennis
Bowman Field,KY

[Dave in Eugene]

Dennis,

I have owned my 0-235 l2c Long for about a year and have flown it about 60 hours... I am still getting a handle on range....

Of course what it really comes down to is whether you have a passanger and what length runway/ density altitude you are working with. Laminar flow wings seem to take longer to generate lift and you can eat up a lot of pavement if you are heavy.

If you are going to travel primarily solo my guess is that you might get to use more of the available tankage..

I'd like to hear the experienced ones speak to this myself.

All the best,

Dave

[easyrider]

I have a LongEZ O-235 L2C and I have recently fitted a EI FP-5L fuel computer and these are the numbers I am getting.
Full rich take off..........................................8.2 GPH
Above 5,000ft lean to rich of peak................6GPH
Cruise speed..............................................140 Kts
Let down for landing....................................3.2GPH.
The average GPH works out to about 6GPH
With 40 Galls on board range should be 1066 miles.
This of course with ideal weather conditions, no 40Kt headwind.
Easyrider.

[Dave in Eugene]

...and how do you feel taking of with 40 gallons and a passenger?

Dave

[Waiter]

I'm running an O-320 with an MT prop. I have 50 gallons in the strakes. I also have a 25 gallon tank that fits in the back seat when I'm not carrying a GIB (Guy in Back)

Normally, if I have a GIB,  I keep the legs to four hours or less. This is for the sake of the GIB. Although the rear seat is comfortable, the GIB can't move around, stretch, etc, like I can in the front seat. After about three hours, I start looking for a place to land. (I have on several occations went the max with a GIB. I found about 8 hours is just about it for fuel burn).

Depending on winds aloft, I generally climb to 17,500 (eastbound) and lean the engine for a nice comfortable 4.8 - 5.2 GPH. This provides about 120kts indicated, truing out around 170 kts. Normally a 20 - 50 kt tail wind can also be had at this altitude. I typically fly non stop, San Jose, CA to Toledo, OH (2100 miles) in about 10 hours.

On Westbound trips, I stay down around 10,500. Leaning out, I see 6 - 7 GPH.

I have two points regarding RPM and fuel burn.

FUEL BURN -  It makes very little difference what engine you have, you will usually achieve the SFC of about .45 (lbs/hp/hr) when operating lean of peak.

An O-320 at full throttle spinning at 2600rpm should be putting out 160hp and burning about 9GPH.

An O-235 at full throttle spinning at 2600rpm should be putting out about 125hp and burning about 7GPH.

RPM - With full throttle setting, power produced is directly proportional to the RPM. Review the power tables for any Lycoming engine. At full throttle, an O-320 spinning at about 2300 RPM will be producing the same power and consuming the same amount of fuel, as an O-235 spinning at 2600 rpm

Food for thought - At 18,000 ft, an O-235 can put out about 63hp, while an O-320 is capable of 80hp.

Extensive flight testing in my EZ has placed best glide right at 95 kts. This varies several kts i.e. 93 to 97, depending on weight.  95 is a good number to remember, so that what I quote.

Waiter

[easyrider]

I have never had more than 30 galls. on board with a passenger.
My LongEZ weighs in at a hefty 970 lbs. empty so I fly near POH max. Wt. regularly.I need an O-320 badly!
Easyrider

[Dave in Eugene]

Waiter says "I typically fly non stop, San Jose, CA to Toledo, OH (2100 miles) in about 10 hours."


Dave  says -  "Waiter, you d'man."

[Jack]

Looking for realistic longez range numbers. 0-235 vs 0-320. (standard tanks)
 ,KY

In order to get the proper data you have to bag the tanks after a flight and check gallons used Vs hour/s aloft.  I average in the climb and descent fuel flows also. You can add in takeoff and climb GPH, but after 33 years of flying, don't complicate the matter, your descent should offset the climb.

Each pilot will have a different technique to lean also. I lean in the climb and if I can lean of peak. Vast majority will lean rich of peak.  

On my O-235, it varies from 5.2 to 6.0 GPH, the main factor is OAT.

Best rule of thumb, SWAG your worst GPH and flight plan and fly the flight with that in mind. Tis better to land with fuel than glide the puppy in.

I run carb heat when it's really cold outside for a better fuel flow.

Good luck;

Jack