X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 17 Feb 2014 10:08:41 -0500 Message-ID: X-Original-Return-Path: Received: from omr-d02.mx.aol.com ([205.188.109.194] verified) by logan.com (CommuniGate Pro SMTP 6.0.8) with ESMTPS id 6735883 for lml@lancaironline.net; Mon, 17 Feb 2014 08:23:52 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.188.109.194; envelope-from=n5276j@aol.com Received: from mtaomg-mae01.mx.aol.com (mtaomg-mae01.mx.aol.com [172.26.254.143]) by omr-d02.mx.aol.com (Outbound Mail Relay) with ESMTP id 4D06C7000008F for ; Mon, 17 Feb 2014 08:23:18 -0500 (EST) Received: from core-mld001c.r1000.mail.aol.com (core-mld001.r1000.mail.aol.com [172.29.122.79]) by mtaomg-mae01.mx.aol.com (OMAG/Core Interface) with ESMTP id 1073638000081 for ; Mon, 17 Feb 2014 08:23:18 -0500 (EST) X-Original-To: lml@lancaironline.net Subject: Re: [LML] Re: 360 Service ceiling X-MB-Message-Source: WebUI X-MB-Message-Type: User MIME-Version: 1.0 From: steve Content-Type: multipart/alternative; boundary="--------MB_8D0F9FA8DD95EC6_2BEC_65545_webmail-d156.sysops.aol.com" X-Mailer: AOL Webmail 38380-BASIC Received: from 70.193.199.113 by webmail-d156.sysops.aol.com (205.188.181.10) with HTTP (WebMailUI); Mon, 17 Feb 2014 08:23:17 -0500 X-Original-Message-Id: <8D0F9FA8DCFD942-2BEC-18CF2@webmail-d156.sysops.aol.com> X-Originating-IP: [70.193.199.113] X-Original-Date: Mon, 17 Feb 2014 08:23:18 -0500 (EST) x-aol-global-disposition: G x-aol-sid: 3039ac1afe8f53020d464aa7 This is a multi-part message in MIME format. ----------MB_8D0F9FA8DD95EC6_2BEC_65545_webmail-d156.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset="us-ascii" =20 I have flown at 17,500 2, times between LMO and FPR non stop. One time covi= ng the 1443 nm in 6.5 hours at around 220kts over the ground. Needless to s= ay I had a tail wind. Takeoff weight was my butt 195#, 50#s of baggage and = 70 gals 420# of fuel. With a take-off altitude of 5050' I had no problem = climbing to 17,500. My biggest problem was leaning. It becomes very, very = sensitive. No problem with control although it has always been smooth. The = engine has dual mags. Of course the 360 straight valve, cold air induction 10:1 pistons, ported,= flow balanced clys and cam timing advanced all play into the picture. I can actually lean until the egt's start to rise again as the engine sta= rts to run rough. I asked this question to Don of airflow performance here = is his reply, Reason the EGT goes back up after LOP is that the lean mixture takes longer= to burn, so when you get really lean unless the timing is advanced the bur= ning is still taking place after the exhaust valve starts to open. I think the one reason for the sensitive leaning at altitude is the need to= be advanced. So with that statement its easy to see why electronic ignition is needed at= altitude although mags will work you are at a disadvantage and unable to g= et the full befit of high altitude cruising. Steve Alderman N25SA 360 =20 =20 =20 -----Original Message----- From: Sky2high To: lml Sent: Fri, Feb 14, 2014 8:13 am Subject: [LML] Re: 360 Service ceiling =20 =20 =20 Bill and Angier, =20 =20 =20 Right, he was using P-Mags, =20 =20 =20 Grayhawk =20 =20 =20 =20 In a message dated 2/14/2014 6:53:20 A.M. Central Standard Time, n5zq@veri= zon.net writes: =20 Angier, I've had our 320 to FL210 on a few occasions. It gets up there only if= =20 you're quite light (solo, minimum baggage, low fuel). It's only a practi= cal=20 altitude if you're catching a big tailwind. IAS is only around 115-120 = so=20 any turbulence would necessitate an immediate descent. With a 360 you c= ould=20 get up there a bit easier and have a little more airspeed margin. You= =20 should have either electronic ignition or pressurized mags in addition t= o=20 the stuff that Greyhawk mentioned. I guess it all depends on your=20 definition of "practical" but in general, I'd say that FL180 would be ab= out=20 the highest practical altitude for a 320/360 on most occasions. Bill Harrelson N6ZQ IV 500 hrs -----Original Message----- =20 What is the practical service ceiling with a 180hp IO360? Years ago I was told you are there when the rate of climb drops to 100ft= /min=20 of less. How high will it go? Frost bite might be the limiting factor? -- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.h= tml =20 =20 ----------MB_8D0F9FA8DD95EC6_2BEC_65545_webmail-d156.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset="us-ascii"
<= /font>

I have flown at 17,500 2, times between LMO and FPR non stop.&nbs= p;One time coving the 1443 nm in 6.5 hours at around 220kts over the ground= . Needless to say I had a tail wind. Takeoff weight was my butt 1= 95#, 50#s of baggage and 70 gals 420#  of fuel.  With a take-off = altitude of 5050' I had no problem climbing to 17,500. My biggest prob= lem was  leaning. It becomes very, very sensitive. No problem wit= h control although it has always been smooth. The engine has dual mags.
 
Of course the 360 straight valve, cold air induction 10:1 pi= stons,  ported, flow balanced  clys and cam timing advanced all p= lay into the picture.
 
 I can actually lean until the egt's  start to rise again as= the engine starts to run rough. I asked this question to Don of airflow pe= rformance here is his reply,
 
Reason the EGT goes back up after LOP is that the le= an mixture takes longer to burn, so when you get really lean unless the tim= ing is advanced the burning is still taking place after the exhaust valve s= tarts to open.
 
I think the one reason for the sensitive leaning at alt= itude is the need to be advanced.
 
So with that statement its easy to see why electronic i= gnition is needed at altitude although mags will work you are at a disadvan= tage and unable to get the full befit of high altitude cruising.
 
 
Steve Alderman   N25SA  360 
 
 
 

 
-----Original Message-----
From: Sky2high <Sky2high@aol.com>
To: lml <lml@lancaironline.net>
Sent: Fri, Feb 14, 2014 8:13 am
Subject: [LML] Re: 360 Service ceiling

=20
=20
=20
Bill and Angier,
=20
 
=20
Right, he was using P-Mags,
=20
 
=20
Grayhawk
=20
 
=20
=20
In a message dated 2/14/2014 6:53:20 A.M. Central Standard Time, n5zq@verizon.net writes:
Angier,

I've had our 320 to FL210 on a few occasions.  It gets up there onl= y if
you're quite light (solo, minimum baggage, low fuel). It's only a practi= cal
altitude if you're catching a big tailwind.  IAS is only around 115= -120 so
any turbulence would necessitate an immediate descent.  With a 360 = you could
get up there a bit easier and have a little more airspeed margin.  = You
should have either electronic ignition or pressurized mags in addition t= o
the stuff that Greyhawk mentioned.  I guess it all depends on your =
definition of "practical" but in general, I'd say that FL180 would be ab= out
the highest practical altitude for a 320/360 on most occasions.

Bill Harrelson
N6ZQ IV 500 hrs



-----Original Message-----

What is the practical service ceiling with a 180hp IO360?
Years ago I was told you are there when the rate of climb drops to 100ft= /min
of less.
How high will it go?
Frost bite might be the limiting factor?



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