Lockheed Electra 10E Special - NR16020 - Revision history

Moleski: /* Recommended power and fuel management */

2015-09-06T17:27:16Z

Recommended power and fuel management

← Older revision		Revision as of 17:27, 6 September 2015
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	== Recommended power and fuel management ==		== Recommended power and fuel management ==

	[http://tighar.org/Projects/Earhart/Archives/Documents/Report_487/Report487.pdf "Report Number 487"] from Lockheed Aircraft Corporation gives various power curves for the 10E special.		[http://tighar.org/Projects/Earhart/Archives/Documents/Report_487/Report487.pdf "Report Number 487"] from Lockheed Aircraft Corporation gives various power curves for the 10E special. This report is dated 19 June 1936, roughly eight months prior to the [[first attempt\|Earhart's first attempt to fly around the world,] which began on 17 March 1937.

	"In the final days of preparations for Amelia Earhart’s [[first attempt\|first world flight attempt,]] Lockheed engineer Clarence 'Kelly' Johnson sent three telegrams in which he discussed the power management procedures which he recommended that Earhart follow to obtain the best efficiency on her flight from Oakland, California to Honolulu, Territory of Hawaii. [''The telegrams are 11 and 13 ~~March 1937; first attempt began on 17~~ March 1937.''] Johnson arrived at his recommendations through actual test flights with Amelia in her own airplane. The numbers were checked and confirmed by A. H. Marshall at Pratt & Whitney Aircraft in Hartford, Connecticut. For the serious student of the Earhart disappearance, these documents provide valuable insight into the endurance capabilites of NR16020" [http://tighar.org/Publications/TTracks/2001Vol_17/1702.pdf (TIGHAR Tracks 17:2 [2001<nowiki>]</nowiki> 6).]		"In the final days of preparations for Amelia Earhart’s [[first attempt\|first world flight attempt,]] Lockheed engineer Clarence 'Kelly' Johnson sent three telegrams in which he discussed the power management procedures which he recommended that Earhart follow to obtain the best efficiency on her flight from Oakland, California to Honolulu, Territory of Hawaii. [''The telegrams are from 11 and 13 March 1937.''] Johnson arrived at his recommendations through actual test flights with Amelia in her own airplane. The numbers were checked and confirmed by A. H. Marshall at Pratt & Whitney Aircraft in Hartford, Connecticut. For the serious student of the Earhart disappearance, these documents provide valuable insight into the endurance capabilites of NR16020" [http://tighar.org/Publications/TTracks/2001Vol_17/1702.pdf (TIGHAR Tracks 17:2 [2001<nowiki>]</nowiki> 6).]

	:{\| {{Prettytable}}		:{\| {{Prettytable}}

Moleski: /* Normal cruise speed */

2015-09-06T17:23:43Z

Normal cruise speed

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	: "What did she do? How far did she run north on the [[LOP]] before turning around and running south? Did she climb or did she stay low? How much power was she carrying. How fast was she going? What was her fuel burn? Nobody knows."		: "What did she do? How far did she run north on the [[LOP]] before turning around and running south? Did she climb or did she stay low? How much power was she carrying. How fast was she going? What was her fuel burn? Nobody knows."

	~~Mar 11 1937~~

	~~Complete fuel consumption tests on Earhart Electra at five thousand feet altitutde with twenty to thirty degree head temperature rise give following:~~
	~~nineteen hundred rpm twenty nine inches with cambridge zero seven one gives fifty one point five gallons per hour for airplane.~~

	~~eighteen hundred at twenty eight at zero seven on gives fifty two point four gallons per hour.~~

	~~fifteen hundred fifty at twenty four at zero seven zero gives thirty eight point six.~~

	~~eighteen hundred at twenty six at zero seven one gives forty three.~~

	~~seventeen hundred at twenty two at zero seven zero gives thirty six.~~

	~~other values also tested.~~

	~~head temperatures not over three six five.~~

	~~engines smooth, used new plugs, and had excellent conditions.~~

	== Recommended power and fuel management ==		== Recommended power and fuel management ==

Moleski: /* Recommended power and fuel management */

2015-09-06T17:22:58Z

Recommended power and fuel management

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	; Commentary by [[Ric Gillespie]] on the difference between the two telegrams [https://tighar.org/Projects/Earhart/Archives/Forum/Forum_Archives/200202.txt (''Forum,'' 2 February 2002):]		; Commentary by [[Ric Gillespie]] on the difference between the two telegrams [https://tighar.org/Projects/Earhart/Archives/Forum/Forum_Archives/200202.txt (''Forum,'' 2 February 2002):]

	: In the first telegram he doesn't address the initial climb and starts off recommending 3 hours at 4,000 feet carrying 1800 RPM and 28 inches of manifold pressure with a Cambridge setting of 073 which is supposed to yield		: In the first telegram he doesn't address the initial climb and starts off recommending 3 hours at 4,000 feet carrying 1800 RPM and 28 inches of manifold pressure with a Cambridge setting of 073 which is supposed to yield 58 gph. Then, for the next three hours, he wants her to climb to 6,000 and back the props off to 1700 RPM and pull the power back to 26.5 inches with a Cambridge setting of 072 which will yield 49 gph. It's only after six hours into the flight that he has her at 8,000 feet leaving the props at 1700 RPM and pulling the power back further to 25 inches with the same 072 Cambridge setting for an estimated 43 gph.
	58 gph. Then, for the next three hours, he wants her to climb to 6,000 and back the props off to 1700 RPM and pull the power back to 26.5 inches with a Cambridge setting of 072 which will yield 49 gph. It's only after six hours
	into the flight that he has her at 8,000 feet leaving the props at 1700 RPM and pulling the power back further to 25 inches with the same 072 Cambridge setting for an estimated 43 gph.

	: In the third telegram he appears to abandon this recommendation for a "stepped" six hour climb to 8,000 and instead recommend a continuous climb at a honkin' 2,050 RPM and 28.5 inches with a Cambridge setting of 078. He		: In the third telegram he appears to abandon this recommendation for a "stepped" six hour climb to 8,000 and instead recommend a continuous climb at a honkin' 2,050 RPM and 28.5 inches with a Cambridge setting of 078. He doesn't mention what the fuel consumption will be at these settings but it's probably on the order of 100 gph. The idea, apparently, is to get up to an efficient altitude as quickly as possible. Once there, he then recommends three hours at 1900 RPM and 28 inches with the Cambridge set at 073 for an expected 60 gph. The next three hours are 1800 RPM and 26.5 inches with the Cambridge at 072 for an expected 51 gph.
	doesn't mention what the fuel consumption will be at these settings but it's probably on the order of 100 gph. The idea, apparently, is to get up to an efficient altitude as quickly as possible. Once there, he then recommends
	three hours at 1900 RPM and 28 inches with the Cambridge set at 073 for an expected 60 gph. The next three hours are 1800 RPM and 26.5 inches with the Cambridge at 072 for an expected 51 gph.

	: Without a good idea of how long it would take to climb to 4,000 in the first instance and all the way up to 8,000 in the final recommendation, it's hard to say just what the total anticipated fuel burn would be in each case, but		: Without a good idea of how long it would take to climb to 4,000 in the first instance and all the way up to 8,000 in the final recommendation, it's hard to say just what the total anticipated fuel burn would be in each case, but it does look like the final recommendations are easier on the engines (less time at high manifold pressures and relatively low RPM).
	it does look like the final recommendations are easier on the engines (less time at high manifold pressures and relatively low RPM).

	: The Lae takeoff was almost certainly followed by a relatively short (10 minutes?) period of time flying in ground effect with everything to the wall before the airplane was able to climb at all and the power could be reduced.		: The Lae takeoff was almost certainly followed by a relatively short (10 minutes?) period of time flying in ground effect with everything to the wall before the airplane was able to climb at all and the power could be reduced.

Moleski: /* Recommended power and fuel management */

2015-09-06T17:21:53Z

Recommended power and fuel management

← Older revision		Revision as of 17:21, 6 September 2015
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	:: Final remark: "Gallons per hour should run little under figures given."		:: Final remark: "Gallons per hour should run little under figures given."

			; Commentary by [[Ric Gillespie]] on the difference between the two telegrams [https://tighar.org/Projects/Earhart/Archives/Forum/Forum_Archives/200202.txt (''Forum,'' 2 February 2002):]

			: In the first telegram he doesn't address the initial climb and starts off recommending 3 hours at 4,000 feet carrying 1800 RPM and 28 inches of manifold pressure with a Cambridge setting of 073 which is supposed to yield
			58 gph. Then, for the next three hours, he wants her to climb to 6,000 and back the props off to 1700 RPM and pull the power back to 26.5 inches with a Cambridge setting of 072 which will yield 49 gph. It's only after six hours
			into the flight that he has her at 8,000 feet leaving the props at 1700 RPM and pulling the power back further to 25 inches with the same 072 Cambridge setting for an estimated 43 gph.

			: In the third telegram he appears to abandon this recommendation for a "stepped" six hour climb to 8,000 and instead recommend a continuous climb at a honkin' 2,050 RPM and 28.5 inches with a Cambridge setting of 078. He
			doesn't mention what the fuel consumption will be at these settings but it's probably on the order of 100 gph. The idea, apparently, is to get up to an efficient altitude as quickly as possible. Once there, he then recommends
			three hours at 1900 RPM and 28 inches with the Cambridge set at 073 for an expected 60 gph. The next three hours are 1800 RPM and 26.5 inches with the Cambridge at 072 for an expected 51 gph.

			: Without a good idea of how long it would take to climb to 4,000 in the first instance and all the way up to 8,000 in the final recommendation, it's hard to say just what the total anticipated fuel burn would be in each case, but
			it does look like the final recommendations are easier on the engines (less time at high manifold pressures and relatively low RPM).

			: The Lae takeoff was almost certainly followed by a relatively short (10 minutes?) period of time flying in ground effect with everything to the wall before the airplane was able to climb at all and the power could be reduced.

	; [http://tighar.org/Publications/TTracks/1996Vol_12/logjam.pdf ''TIGHAR Tracks'' (12 [1996<nowiki>]</nowiki>) chart, p. 6]		; [http://tighar.org/Publications/TTracks/1996Vol_12/logjam.pdf ''TIGHAR Tracks'' (12 [1996<nowiki>]</nowiki>) chart, p. 6]

Moleski: /* Recommended power and fuel management */

2015-09-06T17:15:46Z

Recommended power and fuel management

← Older revision		Revision as of 17:15, 6 September 2015
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	"In the final days of preparations for Amelia Earhart’s [[first attempt\|first world flight attempt,]] Lockheed engineer Clarence 'Kelly' Johnson sent three telegrams in which he discussed the power management procedures which he recommended that Earhart follow to obtain the best efficiency on her flight from Oakland, California to Honolulu, Territory of Hawaii. [''The telegrams are 11 and 13 March 1937; first attempt began on 17 March 1937.''] Johnson arrived at his recommendations through actual test flights with Amelia in her own airplane. The numbers were checked and confirmed by A. H. Marshall at Pratt & Whitney Aircraft in Hartford, Connecticut. For the serious student of the Earhart disappearance, these documents provide valuable insight into the endurance capabilites of NR16020" [http://tighar.org/Publications/TTracks/2001Vol_17/1702.pdf (TIGHAR Tracks 17:2 [2001<nowiki>]</nowiki> 6).]		"In the final days of preparations for Amelia Earhart’s [[first attempt\|first world flight attempt,]] Lockheed engineer Clarence 'Kelly' Johnson sent three telegrams in which he discussed the power management procedures which he recommended that Earhart follow to obtain the best efficiency on her flight from Oakland, California to Honolulu, Territory of Hawaii. [''The telegrams are 11 and 13 March 1937; first attempt began on 17 March 1937.''] Johnson arrived at his recommendations through actual test flights with Amelia in her own airplane. The numbers were checked and confirmed by A. H. Marshall at Pratt & Whitney Aircraft in Hartford, Connecticut. For the serious student of the Earhart disappearance, these documents provide valuable insight into the endurance capabilites of NR16020" [http://tighar.org/Publications/TTracks/2001Vol_17/1702.pdf (TIGHAR Tracks 17:2 [2001<nowiki>]</nowiki> 6).]

	{\| {{Prettytable}}		:{\| {{Prettytable}}
	\|+ Kelly Johnson's [http://tighar.org/Projects/Earhart/Archives/Documents/Kelly_Johnson.html original flight plan]		\|+ Kelly Johnson's [http://tighar.org/Projects/Earhart/Archives/Documents/Kelly_Johnson.html original flight plan]
	\|-		\|-
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	\|}		\|}

	{\| {{Prettytable}}		:{\| {{Prettytable}}
	\|+ Kelly Johnson's [http://tighar.org/Projects/Earhart/Archives/Documents/Kelly_Johnson.html revised flight plan]		\|+ Kelly Johnson's [http://tighar.org/Projects/Earhart/Archives/Documents/Kelly_Johnson.html revised flight plan]
	\|-		\|-
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	: ''"Log Jam" provides a different chart for the the recommended fuel management procedures telegrams. The caption on the chart notes that "these power settings yielded a cruising speed of 130 knots."''		: ''"Log Jam" provides a different chart for the the recommended fuel management procedures telegrams. The caption on the chart notes that "these power settings yielded a cruising speed of 130 knots."''

	{\|{{Prettytable}}		:{\|{{Prettytable}}
	!time		!time
	!altitude		!altitude

Moleski: /* Recommended power and fuel management */

2015-09-06T17:14:27Z

Recommended power and fuel management

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	:: Final remark: "Gallons per hour should run little under figures given."		:: Final remark: "Gallons per hour should run little under figures given."

	; [http://tighar.org/Publications/TTracks/1996Vol_12/logjam.pdf ''TIGHAR Tracks'' 12 [1996] chart, p. 6]		; [http://tighar.org/Publications/TTracks/1996Vol_12/logjam.pdf ''TIGHAR Tracks'' (12 [1996<nowiki>]</nowiki>) chart, p. 6]

	: ''"Log Jam" provides a different chart for the the recommended fuel management procedures telegrams. The caption on the chart notes that "these power settings yielded a cruising speed of 130 knots."''		: ''"Log Jam" provides a different chart for the the recommended fuel management procedures telegrams. The caption on the chart notes that "these power settings yielded a cruising speed of 130 knots."''

Moleski: /* Recommended power and fuel management */

2015-09-06T17:13:23Z

Recommended power and fuel management

← Older revision		Revision as of 17:13, 6 September 2015
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	\|align="right"\|<!-- altitude -->'''up to 8000''''		\|align="right"\|<!-- altitude -->'''up to 8000''''
	\|align="right"\|<!-- Cambridge -->'''078'''		\|align="right"\|<!-- Cambridge -->'''078'''
	\|align="right"\|<!-- gph -->[100]<ref>This 100 gph rate of fuel consumption is not in the [http://tighar.org/Projects/Earhart/Archives/Documents/Kelly_Johnson.html Kelly Johnson telegrams.] "The Johnson telegrams are admittedly awkward to decipher ... The telegrams do not make specific reference to 100 gallons per hour. That number comes from a 1988 article in ''Lockheed Horizons,'' an internal company publication, by editor Roy A. Blay" ([[Ric Gillespie]], [http://tighar.org/Projects/Earhart/Archives/Forum/Highlights101_120/highlights104.html ~~9 Sepember 2000~~''Forum'').]</ref>		\|align="right"\|<!-- gph -->[100]<ref>This 100 gph rate of fuel consumption is not in the [http://tighar.org/Projects/Earhart/Archives/Documents/Kelly_Johnson.html Kelly Johnson telegrams.] "The Johnson telegrams are admittedly awkward to decipher ... The telegrams do not make specific reference to 100 gallons per hour. That number comes from a 1988 article in ''Lockheed Horizons,'' an internal company publication, by editor Roy A. Blay" ([[Ric Gillespie]], [http://tighar.org/Projects/Earhart/Archives/Forum/Highlights101_120/highlights104.html ''Forum,'' 9 Sepember 2000).]</ref>
	\|-		\|-
	\|align="right"\|<!-- hours -->1..3		\|align="right"\|<!-- hours -->1..3
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	; [http://tighar.org/Publications/TTracks/1996Vol_12/logjam.pdf ''TIGHAR Tracks'' 12 [1996] chart, p. 6]		; [http://tighar.org/Publications/TTracks/1996Vol_12/logjam.pdf ''TIGHAR Tracks'' 12 [1996] chart, p. 6]

	: ''"Log Jam" provides a different chart for the the recommended fuel management procedures telegrams.''		: ''"Log Jam" provides a different chart for the the recommended fuel management procedures telegrams. The caption on the chart notes that "these power settings yielded a cruising speed of 130 knots."''

	{\|{{Prettytable}}		{\|{{Prettytable}}

Moleski: /* Recommended power and fuel management */

2015-09-06T17:11:01Z

Recommended power and fuel management

← Older revision		Revision as of 17:11, 6 September 2015
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	\|align="right"\|<!-- altitude -->'''up to 8000''''		\|align="right"\|<!-- altitude -->'''up to 8000''''
	\|align="right"\|<!-- Cambridge -->'''078'''		\|align="right"\|<!-- Cambridge -->'''078'''
	\|align="right"\|<!-- gph -->[100]<ref>This 100 gph rate of fuel consumption is not in the [http://tighar.org/Projects/Earhart/Archives/Documents/Kelly_Johnson.html Kelly Johnson telegrams.] ~~It may be drawn~~ from [http://tighar.org/Projects/Earhart/Archives/~~Documents~~/~~Report_487~~/~~Report487~~.html ~~"Report 487"~~] ~~or another Lockheed source.~~</ref>		\|align="right"\|<!-- gph -->[100]<ref>This 100 gph rate of fuel consumption is not in the [http://tighar.org/Projects/Earhart/Archives/Documents/Kelly_Johnson.html Kelly Johnson telegrams.] "The Johnson telegrams are admittedly awkward to decipher ... The telegrams do not make specific reference to 100 gallons per hour. That number comes from a 1988 article in ''Lockheed Horizons,'' an internal company publication, by editor Roy A. Blay" ([[Ric Gillespie]], [http://tighar.org/Projects/Earhart/Archives/Forum/Highlights101_120/highlights104.html 9 Sepember 2000''Forum'').]</ref>
	\|-		\|-
	\|align="right"\|<!-- hours -->1..3		\|align="right"\|<!-- hours -->1..3

Moleski: /* Recommended power and fuel management */

2015-09-06T17:07:42Z

Recommended power and fuel management

← Older revision		Revision as of 17:07, 6 September 2015
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	\|align="right"\|<!-- RPM -->1,600		\|align="right"\|<!-- RPM -->1,600
	\|align="right"\|<!-- gph -->38		\|align="right"\|<!-- gph -->38
			\|}

	; Excerpts from [http://tighar.org/Projects/Earhart/Archives/Documents/Kelly_Johnson.html Kelly Johnson telegram to Earhart,] 11 March 1937<nowiki>:</nowiki>		; Excerpts from [http://tighar.org/Projects/Earhart/Archives/Documents/Kelly_Johnson.html Kelly Johnson telegram to Earhart,] 11 March 1937<nowiki>:</nowiki>

Moleski: /* Recommended power and fuel management */

2015-09-06T17:07:23Z

Recommended power and fuel management

← Older revision		Revision as of 17:07, 6 September 2015
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	: ''"Log Jam" provides a different chart for the the recommended fuel management procedures telegrams.''		: ''"Log Jam" provides a different chart for the the recommended fuel management procedures telegrams.''

	{\|		{\|{{Prettytable}}
	!time		!time
	!altitude		!altitude

← Older revision		Revision as of 17:11, 6 September 2015
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	\|align="right"\|<!-- altitude -->'''up to 8000''''		\|align="right"\|<!-- altitude -->'''up to 8000''''
	\|align="right"\|<!-- Cambridge -->'''078'''		\|align="right"\|<!-- Cambridge -->'''078'''
	\|align="right"\|<!-- gph -->[100]<ref>This 100 gph rate of fuel consumption is not in the [http://tighar.org/Projects/Earhart/Archives/Documents/Kelly_Johnson.html Kelly Johnson telegrams.] ~~It may be drawn~~ from [http://tighar.org/Projects/Earhart/Archives/~~Documents~~/~~Report_487~~/~~Report487~~.html ~~"Report 487"~~] ~~or another Lockheed source.~~</ref>		\|align="right"\|<!-- gph -->[100]<ref>This 100 gph rate of fuel consumption is not in the [http://tighar.org/Projects/Earhart/Archives/Documents/Kelly_Johnson.html Kelly Johnson telegrams.] "The Johnson telegrams are admittedly awkward to decipher ... The telegrams do not make specific reference to 100 gallons per hour. That number comes from a 1988 article in ''Lockheed Horizons,'' an internal company publication, by editor Roy A. Blay" ([[Ric Gillespie]], [http://tighar.org/Projects/Earhart/Archives/Forum/Highlights101_120/highlights104.html 9 Sepember 2000''Forum'').]</ref>
	\|-		\|-
	\|align="right"\|<!-- hours -->1..3		\|align="right"\|<!-- hours -->1..3