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Date: Wed, 4 Apr 2001 11:26:35 -0400
To: lancair.list@olsusa.com
From: "Lorn H. Olsen" <lorn@mich.com>
Subject: Re: Oxygen use in the LNC2
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Reply-To: lancair.list@olsusa.com

          <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>>
          <<  Lancair Builders' Mail List  >>
          <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> 
>>
>Date Mon, 26 Mar 2001 083233 -0500
>From edechazal@molex.com
>Subject Oxygen use in the LNC2
>
>I'm considering getting a portable oxygen system for my 360.
.
.
.
I thought that I would restate some aircraft specs from the past.

>What prop model and engine you have on your plane?

Hartzell CS from Lancair. Lycoming O-320-D1F again, from Lancair.

>I'm curious if you can remember what fuel flow the engine what doing 
>at that altitude.

I don't remember but it was not as low as you would expect for a 
density altitude of 22,500 ft. My first leg was from Carson City 
NV(KCXP)to Pueblo CO(KPUB), 700 km away. I could have made another 
100 km but I had already run both wing tanks dry.

At 12,500 ft, my plane trues out at 188 kts wide open at 2,450 rpm. 
Ram increase is a little over 1". It seems to go slower at 7,500 ft, 
probably because 75% is hard to determine and I fly conservatively. I 
have a MH oxygen system. I generally use the oxygen at night.

After listening to all of the comments, I will have to try flying at 
17,500 ft through 19,500 ft (IFR of course). Within the next month, I 
will comment on the true and indicated speeds at these altitudes.

At 22,500 ft density altitude, my plane trued out at 174 kts while 
indicating 122 kts. I was not yet at the service ceiling. The 
controls worked just like they should have at 122 kts indicated.

In the Dogwood race, I averaged 184 kts at 2,600 rpm at 3,000 ft. 
360's truly are faster.
-- 
Lorn H. 'Feathers' Olsen, US MidTel, Corp.
248-771-1010, LNC2-320, N31161, PTK, Michigan
lorn@mich.com
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
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>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>