Really baffling set of test results Kevin. I am sort of curious
what the actual fuel flow is at 1500 rpm where the engine will run. It
should be a low number like maybe 3 gph or less. The power to turn a
fixed pitch prop is a *cube* function of rpm, not linear. These tests
were with prop on I assume.
Also surprised at the temps still going up at 1500 but that may be normal
for rebuilt Lycs. What was CHT at 1500 before overhaul?
Back from Osh (great trip, 7 rotaries there) after an eventful return
flight. Entire state of Georgia was under a big dome of
clouds with MVFR conditions below. I made the decision to go
on top which was at around 12,500 ft when I reached edge of cloud
cover at north end of Ga. Had grand view of weather and could
easily navigate around thunderstorms that had buildups into FL 40.
Bad news was that top of cloud cover kept rising as I flew across Georgia
and eventually reached 18,000 ft by the time I reached the southern edge
of cloud cover near Florida border. Did I mention that I have no
Oxygen on board?
Had one exciting moment when I encountered one of those very
thin gauzy looking cloud layers at 18,000. Not wanting to break into
Class A airspace I descended through it figuring I would fly in the 200
foot gap between it and the cloud layer below for the few minutes it would
take to get past it. The canopy (and wing too I suspect) immediately
started accumulating ice. Class A here I come, I'll deal with FAA
if I have to. By the time I spiraled down through closely
spaced thunderstorms in Florida I had spent about 2 hours between 16 and
18 thousand feet. It was a fairly high stress period.
Shady Bend was under a thunderstorm by this time so I diverted
to Lake City and landed. It was hot, I was dehydrated from not
drinking enough water and the 3 G spiral down through the clouds added to the
discomfort level. Nevertheless, I felt OK at touch down but by the time
I taxied to the FBO I felt violently ill. I assumed it was the hypoxia
and heat exhaustion (had that back in Army days) but Laura was concerned that
the symptoms could be heart attack. Went to hospital and blood tests
showed slightly elevated enzyme that indicates possible heart attack.
Great. Now I am obligated to go through the whole drill (cardiac
catheterization) to prove it was not a heart problem if I wanted to keep
my pilots license. Test came out good (cardiac guy said arteries clean
as a whistle and hopes his heart looks that good at 57).
The plane was magnificent the whole trip and did anything I asked of
it. Still had respectable rate of climb at 18,500 (who needs a turbo?),
engine never skipped a beat, burned 101 gallons in 17.1 hours of flight
(includes taxi time) so fuel burn averaged about 6 gph. Glad to be
home.
Tracy (belatedly ordering Oxygen system)