numbers

captnkirk · Post by **captnkirk** » Sun Jan 05, 2014 7:06 pm

Does any one have good performance numbers for the different models I'm looking cruise fuel flow numbers flight planning type stuff? Weight and balance would be great also. Just trying to satisfy my need plan out those little details

Mountain Doctor · Post by **Mountain Doctor** » Sun Jan 05, 2014 7:25 pm

Maule shares precious little performance data with us in the POH.

W&B is in your POH of course.

The fuel burn data is in the Lycoming manual that came with the plane or I'm sure can be downloaded on line.

captnkirk · Post by **captnkirk** » Mon Jan 06, 2014 8:59 am

Thanks Doc but I was hoping some one had access to the info as I don't have a poh (yet) .I'm sure I can find the fuel burns but was wondering how the relates to speeds. I'm sure each plane will be a bit different based on setup bushwheels etc just tring to get some feel for flight planning issues

Mountain Doctor · Post by **Mountain Doctor** » Mon Jan 06, 2014 9:28 am

POH's are all free on the Maule website.

Sorry I did not recall you were not (yet) an owner.

chris.johnson · Post by **chris.johnson** » Mon Jan 06, 2014 12:22 pm

I figure 12 GPH for my M5-235

captnkirk · Post by **captnkirk** » Mon Jan 06, 2014 2:44 pm

Thanks Doc must have overlooked that bit of info . And Chris what kind of true airspeed does that give and at what altitude do you normally flight plan for (not withstanding winds). I'm in the Carolinas most of our MEA's are below 6000. One of my planed trips is down to Atlanta about 190 nm and mea' is less than 4000. Also will going to the coast a bit and that will be a little longer 200 to 250 nm but same altitudes. It will be my wife and I most of the time but occasionally the heir to the mortgage will tag along if school is not an issue. The biggest trip I may take is out to Texas to see family (Tyler area) but that might be a once a year type trip. So that's what I'm trying to figure out. When I ran a flight dept I use to try and budget based on what type of trip was expected and how often. Once I knew how many miles where going to be flown I had a number based on mileage so I could tell the boss it $x per mile and we expect y miles so here's a number and go from there. I know it never goes as expected but it gives me a starting budget.

Wyflyer · Post by **Wyflyer** » Mon Jan 06, 2014 5:19 pm

My MX7-160 flies at 104 kts (120mph) at 2600 rpm at 9 gph. If I go up to 12,500 and throttle back to 2400 I can fly at 95 kts(110 mph) @ 7.5gph.

chris.johnson · Post by **chris.johnson** » Mon Jan 06, 2014 5:42 pm

Going to Denver I run from 7,000 to 9,000 going north and 12,000 to 14,000 coming back south. Thats what the winds generally favor. airport elevation here is 3,204. not sure on true airspeed. I just figure anything I get below 12 GPH is insurance.

RT · Post by RT » Tue Jan 07, 2014 7:06 am

In personal flying you don't want to figure out the numbers because they will make you frown. All you need to know is how many SMILES PER GALLON you are getting. Maules get more smiles per gallon than a lot of other planes

Kirk · Post by **Kirk** » Tue Jan 07, 2014 4:46 pm

My Fellow Kirk,

For my M5-235 with 8.50s:
65% 120-125 knots @ 11-12 GPH
75% 135-140 knots @ 15-16 GPH ( the fuel flow should be lower than that according to book, may be my reluctance tolean aggressively with onl single EGT/CHT)

Spend an afternoon seaching the forum, the question has been asked a few times.

Generally speaking, M5 is fastest, M6 is slowest, M7 right in bewtween. It's a trade off for the better short field capability of the longer wings. So to balance things out M6 T/O & Lands shortest, M5 longest & m7 in between.

Hope that helps.

Kirk

captnkirk · Post by **captnkirk** » Thu Jan 16, 2014 6:22 pm

this is like talkin to a mirror Kirk thanks that gives me a better feel seeing what people are getting vs what some of the websites are posting. I like hp when I need it and one can always pull it back to save a bit of fuel so I lean towards the bigger motors. I don't have the density alt some do but I like going into some shorter strips around me. I like to seen the faces of some of those ultra light guys when I dropped in in my Citabria. It had the 150 in it so it did well.

a64pilot · Post by **a64pilot** » Fri Jan 17, 2014 4:29 am

I get 132 to 136 kts true at 9 to 11 thousand. in my 6 with an IO-540, burn I think is about 12 an hour, maybe a little less
Fuel burn in a Maule is a little odd, by that I mean that the IO-540 Maule if flown at exactly the same conditions of the 180 hp Maule will burn the same or maybe even less than the smaller engine. It's when you turn the wick up and use the extra HP that the fuel burn is higher.
I disagree that a 7 is faster than a 6, I'd say just the opposite, but agree that a 5 is faster than either, but less STOL capable.

Kirk · Post by **Kirk** » Wed Jan 22, 2014 8:19 am

A64, you're probably right about the 6 vs 7 because of the fuselage hump. Only 7 I ever flew was an MX so basically same fuselage as the 5 & 6.

Doing pattern work or just putzing around sight seeing I will use 6 to 8 GPH. That supports the "You only burn more when you have to" theorem.

For me, in the Appalachians, I wouldn't want less than the 235.

Kirk

maules.com · Post by **maules.com** » Wed Jan 22, 2014 5:44 pm

.46 for IO, to .48 for O, lbs fuel per hp per hour.
The faster you go, the more drag is induced of course.

TomD · Post by **TomD** » Wed Jan 22, 2014 8:37 pm

Jeremy said:

.46 for IO, to .48 for O, lbs fuel per hp per hour.

If I run my O-540 at 75% power I should be burning about 14 gph?

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