Flying the Cessna 170A/210

[Metal Master]

Yesterday was the first real adventure day flying the Cessna 170 with the TCM IO 360 engine installed. The mission was to fly to a couple of different airports and get some cruise profile, fuel burn numbers and mixture setting. However the event was really off the cuff and the idea was to just go flying and see where we ended up. We use to call this “Knowing how to Boogie”. Dave and I planned to meet at Harvey airfield a 37 minute flight from Auburn to pick up Dave. Dave lives near Harvey and keeps his Swift there. However today we were both going to fly in the 170. We had decided to make a quick trip over to Paine field and Paul Allen’s Flying Heritage museum as they were flying some of the aircraft on Saturday. The B25 and P51D were being flown for Boeings 100 year birthday down to KBFI however they did a couple of flybys at Paine (PAE) before departing south. At the same time the museum launched some others they also fly. The BF 109, Hawker Hurricane and Spitfire. We arrived just before they took off and were able to get a good spot to watch on the show line. This particular BF109 was built before the company was renamed Messerschmitt and is actually a real BF109 with the Daimler Benz engine.
http://www.flyingheritage.com/TemplateP ... ntentId=19
This aircraft: This Bf 109-E was manufactured in Germany and deployed in October 1939. Piloted by Eduard Hemmerling, it flew primarily over France. Hemmerling shot down a British Spitfire on July 7, 1940, while escorting Stuka dive-bombers that were attacking British ships in Dover harbor. Later that month he destroyed a British Blenheim bomber and another British plane. But his own aircraft was mortally wounded, and Hemmerling turned back toward France. His failing airplane crashed off the coast of Cap Blanc Nez, killing the 27-year-old pilot. In 1988, a man walking on the beach near Calais noticed a piece of metal sticking out of the sand – the tip of this plane's wing.
The airplanes made several passes in formation and separately down the show line. It was interesting to note the different sound of the Merlin engines installed in the Hawker, Supermarine and North American aircraft. They were really quite different sounding with the different exhaust outlets. But the nicest sounding engine was that of the Inverted V12 Bf 109-E. Dave is friends with several of the pilots so we talked of things other than the aircraft.

After observing the aircraft not flown in the museum we jumped back into the 170 and flew up to Skagit Reginal KBVS to meet with my friend Rev Allender (and previous partner in the 170) who was working at Heritage Flight museum at Skagit Regional (Founded in 1996 by Apollo 8 Astronaut Maj. General William Anders, the Heritage Flight Museum.
http://heritageflight.org/
When we were entering the pattern they had the Douglas AD-6 (A-1H) 'Skyraider' and several other aircraft just ending the their flight routines and entering the pattern to land.
Several Vietnam era pilots were there and are friends of Revs, Rev flew F104’s and the SR71 (he has a Mach three pin) while in the Airforce and flew O2’s in Vietnam as a FAC (Forward Air Controller) he introduced us to some of those and we shared experiences of our times in Vietnam. Rev actually flew the O2 that the Museum has while he was in the Air Force. They were getting ready to launch the Interstate Cadet to OshKosh. http://heritageflight.org/collections/i ... the-pearl/
It was a Ceremonial Launch as they do not actually plan to leave until Sunday.
It was cool getting to park on the Museum ramp and next to the F-89 Scorpion.
After visiting with Rev and the crew at the Museum it was time to head back to Harvey and a late lunch. Dave flew his second flight n the 170 and made his second landing smooth with a little coaching. After a Hamburger with Dave at the Buzz Inn it was time to head home. Total flight time 2.8 hours. The IO 360 now has 16 hours on it now and hasn’t missed a beat. With Dave helping with the flying I was able to play with the cruise settings and mixture control with various power settings to help plan for future flights and upcoming trips. I basically except for the short flight to Paine field from Harvey operated at 23 squared and 65% power lean of peak. That worked out to about total 7.7 Gallons per hour for the total flight. Higher than might be expected on a longer cross country flight. Setting fuel flow at 25° cooler of the leanest cylinder gets about 62% power and 120 MPH and 7.2 Gallons per hour in cruise. Final flight home saw a little head wind and took 31 minutes seeing 140 MPH on the descent from Tiger Mountain down to Auburn. Correction to above:
Correction to the flight report Rev flew F-104’s not F109’s I do not even know that there ever was an F- 109 The Airforce was directed to stop using the century series numbering. The US Air Force was about to take delivery of what was numbered as the F-110A Specter that became the F-4C Phantom II. The Navy was directed to simplify as well So the Navy's F4H-1 became F-4B.
Jim

Overall an enjoyable day spent with friends with common interests.
When I get some more time I will try to post some pictures.

[bagarre]

" Setting fuel flow at 25° cooler of the leanest cylinder gets about 62% power and 120 knots and 7.2 Gallons per hour in cruise. "

120knots or 120 mph?

[Metal Master]

" Setting fuel flow at 25° cooler of the leanest cylinder gets about 62% power and 120 knots and 7.2 Gallons per hour in cruise. "

120knots or 120 mph?

Post edited to MPH

[bagarre]

That's still better than an O-300.
I fly 1at 20MPH and never see below 8.5GPH

[Metal Master]

That's still better than an O-300.
I fly at 120MPH and never see below 8.5GPH

I can go faster at 24 inches or more of manifold pressure. I have seen 134 MPH on other flights and settings. I was trying to establish 65% lean of peak power settings and check total fuel used against the fuel totalizator to determine accuracy. I do not need to go much faster. Normal Rich of peak setting without the GEM is 10.2 Gals/hr for 65% power. The GAMI injectors are giving me a Point 2 That's .2 Gal/Hr Fuel flow spread at peak EGT allowing an easy lean of peak setting.
Every one that fly's in the airplane is impressed with the Take off performance and the landing performance. Dave was at 35 MPH before the stall break on the departure stall and about 40 on the approach stall practice before I let him land the airplane. On approach stalls - the airplane has to be really mishandled to get it break before 40. Who would fly that slow? I did a full slip landing at 40 degrees 170A Flap setting on the last landing of the day.
With the 80-42 inch fixed pitch on the O-300 for operating in Idaho and Montana Back country I never saw over 100 MPH in cruise. I flight planned then for 8 Gal/hr for safety. With the I fly 700 GPS and the new remote GPS antenna I just installed, the GPS is working great and my flight course is true getting more bang for the Gas $$$$. I do not really care about saving Gas $$$ I only care about the range and endurance and keeping up with my friends same class of airplanes. (excuse the edit)