28 Mar 2024, 09:51 [ UTC - 5; DST ]
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Post subject: Re: Help Me Find a Marchetti S211 Posted: 22 Jun 2022, 12:35 |
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Joined: 08/21/13 Posts: 392 Post Likes: +368 Company: Horizon Aviation
Aircraft: T303, Pitts M12, T-6
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Safire is gone and you lose the corresponding nose weight. I believe the total weight savings is 300 lbs.
Virtually all US L39s carry substantial nose ballast to account for the missing Soviet era avionics. Our particular plane is very light. No saffire, no RAT, garmin avionics, US O2 bottle, single inverter, etc.
We'll cruise 400 KTAS at 270 at top of descent. That's about 60 knots faster than a stock L-39.
Zeke
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Post subject: Re: Help Me Find a Marchetti S211 Posted: 22 Jun 2022, 13:31 |
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Joined: 09/07/13 Posts: 519 Post Likes: +357 Location: Louisiana
Aircraft: K35 Bonanza
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What’s the rate of climb with the new engine?
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Post subject: Re: Help Me Find a Marchetti S211 Posted: 22 Jun 2022, 23:11 |
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Joined: 01/03/15 Posts: 102 Post Likes: +108
Aircraft: King Air
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The "Gadget"? Haha... I hadn't heard it called that. Good to know.
I've never flown a Garrett-equipped L-39, but I sure would like to.
Getting rid of the Sapphire would sure be nice.
And whether you have the Ivchenko or the Garrett, I'd personally get rid of the RAT: I don't see a need for it with a modern battery, combined with how most of us fly them in the US.
Zeke: I hear the Garrett spool time from idle is much faster than the Ivchenko. Would you say it is about half of the Ivchenko, or better? For low-time jet warbird pilots, that is a safety benefit.
One issue with the Ivchenko is that running them full power (106%) really eats the engine life. During my time on The Patriots Jet Team, the owner really worked to keep us from running them more than 103%... which is around 3300 lbs of thrust vs ~3800 lbs at Mil.
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Post subject: Re: Help Me Find a Marchetti S211 Posted: 23 Jun 2022, 06:46 |
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Joined: 08/21/13 Posts: 392 Post Likes: +368 Company: Horizon Aviation
Aircraft: T303, Pitts M12, T-6
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The rate of climb doesn’t change a lot down low with the Garrett. But, it also doesn’t taper with altitude nearly as much. Our time from SL to FL270 us much less. Average about 14 minutes. With the IA-25 it was much longer. On x/c we always cruise at 270/280. Good speed a (relative) fuel efficiency.
Spool time is less than half with the 731. Under five seconds. But once again, for most operators that’s not much of an issue. With the IA-25 you just fly final with full flaps and speed brakes. You need 95% to hold glide slope. If you retract speed brakes and go half flaps then you’re no longer descending. With the 25, you only have a moment from 95% to 106% (if you’re in a pickle). With the he Garrett, you fly final with no speed brakes.
Z
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