X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 16 Feb 2014 14:54:44 -0500 Message-ID: X-Original-Return-Path: Received: from nm49-vm10.bullet.mail.bf1.yahoo.com ([216.109.114.251] verified) by logan.com (CommuniGate Pro SMTP 6.0.8) with ESMTPS id 6734019 for lml@lancaironline.net; Sat, 15 Feb 2014 11:29:24 -0500 Received-SPF: none receiver=logan.com; client-ip=216.109.114.251; envelope-from=casey.gary@yahoo.com Received: from [66.196.81.174] by nm49.bullet.mail.bf1.yahoo.com with NNFMP; 15 Feb 2014 16:28:50 -0000 Received: from [98.139.212.200] by tm20.bullet.mail.bf1.yahoo.com with NNFMP; 15 Feb 2014 16:28:50 -0000 Received: from [127.0.0.1] by omp1009.mail.bf1.yahoo.com with NNFMP; 15 Feb 2014 16:28:50 -0000 X-Yahoo-Newman-Property: ymail-3 X-Yahoo-Newman-Id: 818804.1632.bm@omp1009.mail.bf1.yahoo.com Received: (qmail 85357 invoked by uid 60001); 15 Feb 2014 16:28:50 -0000 DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=yahoo.com; h=X-YMail-OSG:Received:X-Rocket-MIMEInfo:X-Mailer:Message-ID:Date:From:Reply-To:Subject:To:MIME-Version:Content-Type; b=lnF2XOAf3YR8hH2Drf/22jn16ADIZ7pZDWlpx3C5q+3qfp58/ySziL0YGGoUCNhtd+N/C0+qnGDPRbxPFNZA8QLMe63/T7/kY1MsxoKDKWicJBUK97snjY4gQETcqadT5jvcPd3q2hXHAM8fv/FdFRBCVKl5GLkiTPL/WAx22Bg=; X-YMail-OSG: ZkwI_RUVM1mbxx0inZVMT5U_HW9AxgD0bw2TZPS7Qi6v5Wx Qs5wqaEk3solN9JMlzCOLtT5aGJQOYo7HK7bJAZHkzzOxrKJcJbDvWcXMFW0 ZGDEfY2iYhJP2axYUCzIdm87C4yrb5u.GnecOMzHbpN0lmzYCHQYBh699w2j h94n5VInwWSZCC2kH4svnF5coedpXScy9B5N.yKNVNpNaTYExu3WyPBKqgrH GSxrkupBL47bfOJrWRfML9crrvD3C9LxbfJtKKriwyLX5NiLEIqa3epMNn.f io26TJptD5E1_DXTrsK9ihIjtDUwpFDiB5W.pXNeTvVD37LANm81gS81hLnb mzzeEgF9a.A6RGzAjC1JkI56zGeiiN__UTHC86TLlPkJQxypBojn3gP4m7Ml jF3l4j7tiHjme7mHbBl3XJYcd2.GbU5q6IjNaWKiEJKgUbFCWjyfS0S9L45i vNWoq8rco2NufAGHWl7DOjyd.aGGubvlkUolm67J2_JW_RIzkIwJbbbFe_e2 sac9zcnWiBZ2c2fiJhFIEHkjVjaLMBqgzYPQbz83nH9Pv_03OfONXe0.VeKq eJisLTIAm_fIzqHIe9VTT Received: from [24.247.14.116] by web161206.mail.bf1.yahoo.com via HTTP; Sat, 15 Feb 2014 08:28:50 PST X-Rocket-MIMEInfo: 002.001,TWFueSBpbnRlcmVzdGluZyBhbmQgaW5mb3JtYXRpdmUgcG9zdHMgYWJvdXQgZmx5aW5nIGhpZ2guIMKgSGVyZSdzIG15IDIgY2VudHMnIHdvcnRoOgoKMS4gwqBJIHRoaW5rIEJpbGwgbWlzc3Bva2Ugd2hlbiBoZSBhZHZvY2F0ZWQgdGhlIHVzZSBvZiBhIHByZXNzdXJpemVkIG1hZyBhYm92ZSAxOCwwMDAuIMKgV2l0aCBhIG5hdHVyYWxseSBhc3BpcmF0ZWQgZW5naW5lIHRoZSBzcGFyayBwbHVnIGZpcmluZyB2b2x0YWdlIGRyb3BzIGFzIHRoZSBhbHRpdHVkZSAoYW5kIG1hbmlmb2xkIHByZXNzdXJlKSBkcm8BMAEBAQE- X-Mailer: YahooMailWebService/0.8.177.636 X-Original-Message-ID: <1392481730.58820.YahooMailNeo@web161206.mail.bf1.yahoo.com> X-Original-Date: Sat, 15 Feb 2014 08:28:50 -0800 (PST) From: Gary Casey Reply-To: Gary Casey Subject: Flying high X-Original-To: Lancair Mailing List MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="1938299484-208878050-1392481730=:58820" --1938299484-208878050-1392481730=:58820 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable Many interesting and informative posts about flying high. =A0Here's my 2 ce= nts' worth:=0A=0A1. =A0I think Bill misspoke when he advocated the use of a= pressurized mag above 18,000. =A0With a naturally aspirated engine the spa= rk plug firing voltage drops as the altitude (and manifold pressure) drop, = so it is no more likely to cross-fire at altitude than at sea level. =A0Wit= h a turbocharged engine you have a completely different story - pressurizin= g the mags is almost necessary.=0A=0A2. =A0Any ignition system that advance= s the ignition timing at low manifold pressure will give a significant adva= ntage in power at high altitude - more so as the altitude goes above even 8= ,000 feet.. =A0When the altitude gets above maybe 15,000 the advantage beco= mes huge. =A0Anyone that is planning to fly long distances at high altitude= with a naturally aspirated engine would be foolish not to consider electro= nic ignition on at least one of the two mags. =A0My thinking is that electr= onic ignition on one side is worthwhile from 12,000 to 17,000 and you need = it on both sides above 18,000.=0A=0A3. =A0Filling your O2 bottle from a wel= ding tank is worthwhile in two ways: =A0It is cheaper, but also the conveni= ence encourages you to fly higher - a good thing. =A0All O2 is the same. = =A0The process used to make it pretty much precludes the inclusion of any i= mpurities. =A0Medical O2 just costs more because of the gov't certification= s required. =A0I bought a refilling system (Mountain High can guide you the= re) and have a tank in the hangar. =A0Yeah, it would be good to have two, b= ut it probably isn't worth the hassle, for me at least. =A0I don't fly that= much, but I haven't refilled in 5 years and I routinely fly above 12,000 f= eet (usually with only the pilot using from a MH pulse system).=0A=0A4. =A0= Cooling shouldn't be an issue with a naturally aspirated engine, but it is.= =A0Problem is that most of our planes are probably marginally cooled (mine= is) and we usually have a more conservative personal red-line for the temp= erature (like 400 instead of 450 or so) than in a certified plane. =A0So, f= or instance, I usually climb at an IAS above 120 and that works well. =A0Un= til I get above 15,000 feet, and then I have to reduce airspeed closer to t= he best-rate speed, Vy. =A0It's that reduced IAS during the climb that caus= es the trouble. =A0What to do? =A0No real solution, but I installed cowl fl= aps to help out.=0A=0AIt's fun (and safe) to fly high!=0A=0AGary Casey --1938299484-208878050-1392481730=:58820 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable
Many interesting and informative posts about flying high= .  Here's my 2 cents' worth:

1.  I think Bill misspoke when he advocated = the use of a pressurized mag above 18,000.  With a naturally aspirated= engine the spark plug firing voltage drops as the altitude (and manifold p= ressure) drop, so it is no more likely to cross-fire at altitude than at se= a level.  With a turbocharged engine you have a completely different s= tory - pressurizing the mags is almost necessary.

2.  Any ignition system that advances the ignition timin= g at low manifold pressure will give a significant advantage in power at hi= gh altitude - more so as the altitude goes above even 8,000 feet..  Wh= en the altitude gets above maybe 15,000 the advantage becomes huge.  A= nyone that is planning to fly long distances at high altitude with a natura= lly aspirated engine would be foolish not to consider electronic ignition o= n at least one of the two mags.  My thinking is that electronic igniti= on on one side is worthwhile from 12,000 to 17,000 and you need it on both = sides above 18,000.
3.  Filling= your O2 bottle from a welding tank is worthwhile in two ways:  It is = cheaper, but also the convenience encourages you to fly higher - a good thi= ng.  All O2 is the same.  The process used to make it pretty much= precludes the inclusion of any impurities.  Medical O2 just costs mor= e because of the gov't certifications required.  I bought a refilling = system (Mountain High can guide you there) and have a tank in the hangar. &= nbsp;Yeah, it would be good to have two, but it probably isn't worth the ha= ssle, for me at least.  I don't fly that much, but I haven't refilled in 5 years and I routinely fly above 12,000 feet (usually with on= ly the pilot using from a MH pulse system).

4.  Cooling shouldn't be an issue with a naturally aspirated engine= , but it is.  Problem is that most of our planes are probably marginal= ly cooled (mine is) and we usually have a more conservative personal red-li= ne for the temperature (like 400 instead of 450 or so) than in a certified = plane.  So, for instance, I usually climb at an IAS above 120 and that= works well.  Until I get above 15,000 feet, and then I have to reduce airspeed closer to the best-rate speed, Vy.  It's that reduced= IAS during the climb that causes the trouble.  What to do?  No r= eal solution, but I installed cowl flaps to help out.

It's fun (and safe) to fly high!

Gary Casey
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