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Here's a follow up on Ed de Chazal's high altitude report. Today I hooked
up the new oxygen system and did some preliminary tests up to FL210. I
agree with Ed that the Mountain High EDS system is great It automatically
adjusts the oxygen pulse as you climb or descend. Very light and economical.
I have a feeling that I'm going to get a lot of use out of this thing. I
even think that it worked, I didn't feel much more stupid at FL210 than I do
at sea level!
N5ZQ is a small tail 320 with the long engine mount, a stock 160 hp
carburated O-320 with Lazar ignition, and an MT two blade prop. Engine
readings are from a Vision Micro VM1000. Takeoff weight was about 1500 lbs
and I climbed directly to FL210. I didn't notice any of the adverse handling
characteristics that Ed found. The airplane handled in the flight levels the
same as it does at low altitude at the same indicated airspeeds. Here are
the numbers I got, starting at 10,000.
CLIMB
LEANED-FULL THROTTLE -2630 RPM-KNOTS
DEN ALT IAS TAS ROC FF
10,000 140 161 460 6.8
11,000 140 163 400 6.5
12,000 135 160 330 6.5
13,000 130 158 460 6.4
14,000 130 160 450 6.4
15,000 125 157 440 6.3
16,000 120 151 330 6.1
17,000 120 153 260 5.5
18,000 115 149 250 5.4
19,000 105 142 480 5.3
20,000 100 137 200 5.2
CRUISE - LEAN MIXTURE - KNOTS
FL IAS TAS OAT MP RPM FF
210 112 159 -9 12.9 2630 5.0
200 118 165 -9 13.1 2630 5.1
ALT DA IAS TAS MP RPM FF
17,500 18,100 124 164 15.5 1900 4.2
17,500 18,100 120 157 15.5 1750 4.0
17,500 18,100 110 145 15.5 1600 3.7
This flight was at a light weight and in mostly smooth air. With it's little
Cessna 172 motor, FL 210 seemed to be about all it could do. Might have
gotten 220 out of her if I were patient enough. At heavier weights I doubt
if she'd make it above 190. However, it's great to have the ability to get
up even this high to take advantage of tail winds or to get over weather.
And with a fuel flow of 3.7 gph, my 54 gallons could sure last a long time
if I needed it to.
Bill
harrelson@erols.com
N5ZQ
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