X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 23 Nov 2008 12:15:17 -0500 Message-ID: X-Original-Return-Path: Received: from QMTA04.emeryville.ca.mail.comcast.net ([76.96.30.40] verified) by logan.com (CommuniGate Pro SMTP 5.2.10) with ESMTP id 3313392 for lml@lancaironline.net; Sun, 23 Nov 2008 10:28:08 -0500 Received-SPF: pass receiver=logan.com; client-ip=76.96.30.40; envelope-from=olsen25@comcast.net Received: from OMTA04.emeryville.ca.mail.comcast.net ([76.96.30.35]) by QMTA04.emeryville.ca.mail.comcast.net with comcast id idvq1a0070lTkoCA4fTarW; Sun, 23 Nov 2008 15:27:34 +0000 Received: from s7600y ([24.9.103.222]) by OMTA04.emeryville.ca.mail.comcast.net with comcast id ifTV1a00E4nuWhU8QfTZUQ; Sun, 23 Nov 2008 15:27:34 +0000 X-Authority-Analysis: v=1.0 c=1 a=Ia-xEzejAAAA:8 a=iORZPM2uZW3p8vORXMAA:9 a=TzqbNAbdIA41nj7kZAAA:7 a=Oorr91AkKw2FlOJ_TNo9Jpq-Hu0A:4 a=ftFGBYpk1mUA:10 a=EzXvWhQp4_cA:10 a=LVFWH4gLBqYA:10 a=SSmOFEACAAAA:8 a=ARIn-dC7tF5-feyBuhwA:9 a=xtI0NV64-EtxqgZuUyEA:7 a=wiMyFXkdt8vPvZxScSzUM7mpcgwA:4 a=37WNUvjkh6kA:10 a=ZHUsY8zHUz0Vp2Os_2YA:9 a=-93pMeS6MN3XyhS5bu-x0K5xD4QA:4 a=CxA2Utj4LuEA:10 a=1Vq_FK4TplAA:10 a=9SQSOrgtHGne4zT3sTkA:9 a=UENqzrcIPdHyCehrNV5vzY07KacA:4 a=51nItO4Ekp-e_3z1jNwA:9 From: "Dan & Kari Olsen" X-Original-To: Subject: Re: 360s at high altitudes X-Original-Date: Sun, 23 Nov 2008 08:27:27 -0700 X-Original-Message-ID: MIME-Version: 1.0 Content-Type: multipart/related; boundary="----=_NextPart_000_0066_01C94D45.52135290" X-Mailer: Microsoft Office Outlook 11 Thread-Index: AclNf/3cN/9pRwXsSlKNBCHBWmSsyw== X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 This is a multi-part message in MIME format. ------=_NextPart_000_0066_01C94D45.52135290 Content-Type: multipart/alternative; boundary="----=_NextPart_001_0067_01C94D45.52180D80" ------=_NextPart_001_0067_01C94D45.52180D80 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Greg, Don't know what you'd define "high altitude" as but I have a 320 with a stock IO-320-D1B 160hp and 2-blade Hartzell and fly regularly at 13-15,000'. I've had it to 17,500' on a hot summer day (19,900' density alt) and it was quite sluggish there. My flights at 15,000' are typically around 1650-1700lb gross (1163lb empty, just me at 200lb, about 50-80lb of baggage and full 44gal of fuel). Wouldn't want to go much higher at this weight because it is getting pretty anemic in climb. The economy can't be beat at these altitudes. At 14,000' I typically true 184kts (212mph) and burn 6.2gph which translates to 34mpg. Better than my car! Even in the summer, the engine runs nice and cool and is not being stressed very hard - only about 55% power. Cylinders are in the 320-345 range. Oil tends to run too cool at 165, so I am in the process of installing a butterfly flapper controlled from the cockpit to restrict airflow to the oil cooler. For Oxygen I have the Mountain High pulse demand system with the CFF-480 cylinder (515 liters) which will deliver 15 man hours at 15,000'. I use this anytime I'm above 10,000. For this higher altitude flying I do wish I had the extended wing tips. I feel that the extra span would really help at above 15,000' as I notice a real increase in AOA (induced drag) starting at about 15,000'. Hope this info helps. Dan Olsen N320DK Fort Collins, CO From: kneaded pleasures Sender: Subject: 360s at high altitudes Date: Sun, 23 Nov 2008 09:55:11 -0500 To: lml@lancaironline.net Message Header Undecoded Message For those of you who have 360s, have you flown at high altitudes? How often? What special equipment do you have on your planes to handle thin air, cooler temperatures, etc.? How much oxygen capacity? What flow rates? Is it worthwhile to even go to those high altitudes? What advantages have you actually realized (besides bragging rights)? I have an extended wing, low compression, LNC2 with 3-blade composite prop and room for oxygen. Don't use plane for business but often fly long cross-country legs to visit family and friends. Maybe high altitudes are not for me but I can think of several nights I've spent in hotels 'cause I couldn't go higher to avoid icing, wx and winds. Greg Nelson ------=_NextPart_001_0067_01C94D45.52180D80 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Greg,

 

Don’t know what you’d define = “high altitude” as but I have a 320 with a stock IO-320-D1B 160hp and = 2-blade Hartzell and fly regularly at 13-15,000’.  I’ve had = it to 17,500’ on a hot summer day (19,900’ density alt) and it = was quite sluggish there.  My flights at 15,000’ are typically = around 1650-1700lb gross (1163lb empty, just me at 200lb, about 50-80lb of = baggage and full 44gal of fuel).  Wouldn’t want to go much higher = at this weight because it is getting pretty anemic in = climb.

 

The economy can’t be beat at these = altitudes.  At 14,000’ I typically true 184kts (212mph) and burn 6.2gph which translates to 34mpg.  Better than my = car!

 

Even in the summer, the engine runs nice and cool = and is not being stressed very hard – only about 55% power.  = Cylinders are in the 320-345 range.  Oil tends to run too cool at 165, so I = am in the process of installing a butterfly flapper controlled from the cockpit = to restrict airflow to the oil cooler.

 

For Oxygen I have the Mountain High pulse demand = system with the CFF-480 cylinder (515 liters) which will deliver 15 man hours = at 15,000’.  I use this anytime I’m above = 10,000.

 

For this higher altitude flying I do wish I had the extended wing tips.  I feel that the extra span would really help = at above 15,000’ as I notice a real increase in AOA (induced drag) starting at about 15,000’.

 

Hope this info = helps…

 

 

Dan Olsen

N320DK

Fort = Collins, CO

 

 

 

From:

kneaded pleasures = <kneadedpleasures@sbcglobal.net>

Sender:

<marv@lancaironline.net>

Subject:

360s at high = altitudes

Date:

Sun, 23 Nov 2008 09:55:11 = -0500

To:

lml@lancaironline.net

3D"Message

3D"Undecoded

For those of you who have 360s, have you = flown at high altitudes?  How often?  What special equipment do you = have on your planes to handle thin air, cooler temperatures, etc.?  = How much oxygen capacity?  What flow rates?  Is it worthwhile = to even go to those high altitudes?  What advantages have you actually realized (besides bragging = rights)? 

 

I have an extended wing, low compression, = LNC2 with 3-blade composite prop and room for oxygen.  Don't use = plane for business but often fly long cross-country legs to visit family and friends. Maybe high altitudes are not for me but I can think of several nights I've spent in hotels 'cause I couldn't go = higher to avoid icing, wx and winds.    Greg = Nelson

 

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