X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 06 Jan 2013 08:34:09 -0500 Message-ID: X-Original-Return-Path: Received: from nm28-vm0.bullet.mail.bf1.yahoo.com ([98.139.213.149] verified) by logan.com (CommuniGate Pro SMTP 6.0.1) with ESMTPS id 5997222 for lml@lancaironline.net; Sat, 05 Jan 2013 18:15:38 -0500 Received-SPF: none receiver=logan.com; client-ip=98.139.213.149; envelope-from=bu131@swbell.net Received: from [98.139.212.145] by nm28.bullet.mail.bf1.yahoo.com with NNFMP; 05 Jan 2013 23:15:03 -0000 Received: from [66.94.237.110] by tm2.bullet.mail.bf1.yahoo.com with NNFMP; 05 Jan 2013 23:15:03 -0000 Received: from [127.0.0.1] by omp1015.access.mail.mud.yahoo.com with NNFMP; 05 Jan 2013 23:15:03 -0000 X-Yahoo-Newman-Property: ymail-3 X-Yahoo-Newman-Id: 345764.35361.bm@omp1015.access.mail.mud.yahoo.com Received: (qmail 67805 invoked by uid 60001); 5 Jan 2013 23:15:02 -0000 DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=swbell.net; h=X-YMail-OSG:Received:X-Rocket-MIMEInfo:X-Mailer:References:Message-ID:Date:From:Reply-To:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=z4cvM+1FsoxAyMVm41dhX5MS3l7i7/o0XRB9tqShWupQCu7Ms7OhWpgXXGWv1C+Ay0TpeSe1W+ukys3WI4xBZjr9Mv36KH+qUpVQRcBRsQEwZx7tGPsCpdKBlg51DRxkbpmC8iMJMVhgc/kMEGeZEd5aZCuiEC0obc8kEZ63KUo=; X-YMail-OSG: KWyGaP0VM1lStOedONRJGasDmotVf7iae.2qMPcOykiLDb4 ax5ris.aj645_Vu9KWeVCoREx30jTcU2xTyGI30b7TdbH0.lZzdycSLQox7I UcwSj8vRaTkdzQsJd5BU3aDpyQJDlb9kR1NcZW2U0wcrAp.ujiQ8D8C7j.Kv bFvvg9SNw9gr06oM7SnJthjNNk6gl7JPBYP022myHIC1HJ62BWvunkO0Avjj J_1Y775tH_ci1bi1QP1bnEAoogTgWmRN4xUmND9Lry5FeE8QCpnWT.pxTPnp d0GPAhKbY7tRbRdeEk4hjsiM3sRm1HdC8YiN.hP81Y2fKkuafBCXFKuLfFWV ac_2Sx1t.VxOdIl9_uBcfqOd0Hhg8JDSqEMvg95ur8Kd7_z.3fsmBcb31Kl7 uJKJ6ZfmktyL6vpW7GIOeeerjHmkD0u5hqDu_SV5V0QdDXf4ZzIm8G51QRqX mf_oJ_qoUgN8Pvu3AuDfUCYWXfPRmy.CGaCkJbZ7s0O3aiYrAUnWdU61WZqM Fl8v78ygMfafu7_hgjqvn9i3EFPHfldM5W7hvstnqmchvGw-- Received: from [99.181.53.104] by web181701.mail.ne1.yahoo.com via HTTP; Sat, 05 Jan 2013 15:15:01 PST X-Rocket-MIMEInfo: 001.001,aSBkaXNhZ3JlZQppIGhhdmUgYmVlbiBhc2tlZCB3aGF0IGtpbmQgb2YgYW4gdHVyYmluZSBhaXJwbGFuZSBpIGFtIGZseWluZyB3aGVuIGkgZ2V0IHRvIHRoZSAyMEsgYWx0aXR1ZGUgaW4gdGhlIElWLVAgYW5kIHdoZW4gSSB0ZWxsIHRoZW0gbXkgZnVlbCBidXJuIHRoZXJlIGlzIGEgZ2FzcCBmcm9tIHRoZSBvdGhlciBlbmQuCnRoYXRzIHdoeSB3ZSBwcmVzc3VyaXplZCB0aGUgYWlycGxhbmUgZm9yLgppIGtlZXAgbXkgb3h5Z2VuIG1hc2sgaGFuZHkgYW5kIHN0YXkgYWJvdXQgMjIsMDAwIGl0IGxpa2VzIHQBMAEBAQE- X-Mailer: YahooMailWebService/0.8.129.483 References: X-Original-Message-ID: <1357427701.64475.YahooMailNeo@web181701.mail.ne1.yahoo.com> X-Original-Date: Sat, 5 Jan 2013 15:15:01 -0800 (PST) From: Dr Andres Katz Reply-To: Dr Andres Katz Subject: Re: [LML] Re: IV-P Cruise Altitudes? X-Original-To: Lancair Mailing List In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-965327069-877578248-1357427701=:64475" ---965327069-877578248-1357427701=:64475 Content-Type: text/plain; charset=utf-8 Content-Transfer-Encoding: quoted-printable i disagree=0Ai have been asked what kind of an turbine airplane i am flying= when i get to the 20K altitude in the IV-P and when I tell them my fuel bu= rn there is a gasp from the other end.=0Athats why we pressurized the airpl= ane for.=0Ai keep my oxygen mask handy and stay about 22,000 it likes to fl= y at that level=0Alean of peak =C2=A0i get 16.5 gallons/hr at that altitude= =0Abut the problem is cooling on the climb=0Ayou have to get everything rig= ht specially the engine baffling and all the mods for getting extra air aro= und cylinder number 2 which is usually the hottest. You also will need to g= et about 44-45 gallons/hr on takeoff to get enough power to climb. I cannot= go over 15,000 before i am forced to go lean of peak then continue the cli= mb at a slower pace. I havent had the time to wiggle with the baffling.=0AW= hat I do is look at the winds aloft i have seen 330 kts when conditions are= right at altitude coming east. If the wind is very strong going west i wil= l stay low in the 18,000 but it all depends on weather. There is usually a = lot of stuff between 15,000 and 21,000 feet. I found that the evo is more f= lexible with weather at 28,000 and when i fly a friend citation 3 there is = usually NO weather at 43,000 but of course we cant get there. Even whn goin= g west at =C2=A0that altitude the jetstream becomes weak and initially I di= d not believe it.=0A=0A=0A=0A________________________________=0A From: "ROG= G@aol.com" =0ATo: lml@lancaironline.net =0ASent: Saturday, Ja= nuary 5, 2013 1:54 PM=0ASubject: [LML] Re: IV-P Cruise Altitudes?=0A =0A=0A= like driving a moped on the autobahn=0A=C2=A0=0AIn a message dated 1/5/2013= 11:33:24 A.M. Pacific Standard Time, =0Aolsen25@comcast.net writes:=0AGree= tings,=0A>=C2=A0=0A>As I build my IV-P kit, I=E2=80=99m always watching wit= h anticipation the other IV-P planes out there and how you guys are using = them.=C2=A0 One thing that has struck me is that it appears most of you wi= th piston IV-P=E2=80=99s are flying them around in the low- to mid-teens r= ather than in the flight levels.=C2=A0 I=E2=80=99m curious why this is the= case=E2=80=A6=C2=A0 Trips not long enough to justify the climb?=C2=A0 You= want to stay VFR?=C2=A0 Performance or handling issues up high?=C2=A0 Etc= .=0A>=C2=A0=0A>Would love to hear from some of you on the operational prac= ticalities of using your IV-P as a X/C traveling machine.=C2=A0 My expecta= tion is that I=E2=80=99ll be using mine a lot on lots of 1,000nm X/C flight= s and am planning to fly in the FL220-FL250 range.=0A>=C2=A0=0A>Thoughts?= =0A>=C2=A0=0A>Dan Olsen=0A>N320DK =E2=80=93 320MKII, 700hrs=0A>IV-P in =0Ap= rogress ---965327069-877578248-1357427701=:64475 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
i disagr= ee
i have been asked what kind of an turbin= e airplane i am flying when i get to the 20K altitude in the IV-P and when = I tell them my fuel burn there is a gasp from the other end.
thats why we pressurized the airplane for.
i keep my oxygen mask handy and stay about 22,000 it like= s to fly at that level
lean of peak  i = get 16.5 gallons/hr at that altitude
but th= e problem is cooling on the climb
you have = to get everything right specially the engine baffling and all the mods for = getting extra air around cylinder number 2 which is usually the hottest. Yo= u also will need to get about 44-45 gallons/hr on takeoff to get enough pow= er to climb. I cannot go over 15,000 before i am forced to go lean of peak then continue the climb at a slower pace. I havent had the time to wiggle = with the baffling.
What I do is look at the= winds aloft i have seen 330 kts when conditions are right at altitude comi= ng east. If the wind is very strong going west i will stay low in the 18,00= 0 but it all depends on weather. There is usually a lot of stuff between 15= ,000 and 21,000 feet. I found that the evo is more flexible with weather at= 28,000 and when i fly a friend citation 3 there is usually NO weather at 4= 3,000 but of course we cant get there. Even whn going west at  that al= titude the jetstream becomes weak and initially I did not believe it.


=
From: "ROGG@aol.com" <ROGG@aol.com>
To: lml@lancaironline.net
Sent: Saturday, January 5, 2013 1:54 PM
<= span style=3D"font-weight: bold;">Subject: [LML] Re: IV-P Cruise= Altitudes?

=0A
=0A=0A =0A = =0A
=0A
like driving a moped on the autobahn
=0A
&n= bsp;
=0A
=0A
In a message dated 1/5/2013 11:33:24 A.M. Pacific= Standard Time, =0Aolsen25@comcast.net writes:
=0A
=0A
=0A
Greetings,
=0A
=  
=0A
As I build my IV-P ki= t, I=E2=80=99m always watching with =0A anticipation the other IV-P planes= out there and how you guys are using =0A them.  One thing that has s= truck me is that it appears most of you with =0A piston IV-P=E2=80=99s are= flying them around in the low- to mid-teens rather than in =0A the flight= levels.  I=E2=80=99m curious why this is the case=E2=80=A6  Trip= s not =0A long enough to justify the climb?  You want to stay VFR?&nb= sp; =0A Performance or handling issues up high?  Etc.
=0A  
=0A
Would love to hear from some of you on the operational =0A pra= cticalities of using your IV-P as a X/C traveling machine.  My =0A ex= pectation is that I=E2=80=99ll be using mine a lot on lots of 1,000nm X/C f= lights =0A and am planning to fly in the FL220-FL250 range.
=0A  
=0A
Thoughts?
=0A
&nbs= p;
=0A
Dan Olsen
=0A N320DK =E2=80=93 320MKII, 700hrs
=0A =
IV-P in =0Aprogress
=


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