lml@lancaironline.net Mailing List Archive

I have flown at 17,500 2, times between LMO and FPR non stop. 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 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 starts 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 burning 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 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

Bill and Angier,

Right, he was using P-Mags,

Grayhawk

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 only if
you're quite light (solo, minimum baggage, low fuel). It's only a practical
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 to
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 about
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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