X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 10 Apr 2009 20:23:04 -0400 Message-ID: X-Original-Return-Path: Received: from imr-m07.mx.aol.com ([64.12.138.209] verified) by logan.com (CommuniGate Pro SMTP 5.2.13) with ESMTP id 3576571 for lml@lancaironline.net; Fri, 10 Apr 2009 12:03:56 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.138.209; envelope-from=Sky2high@aol.com Received: from imo-da02.mx.aol.com (imo-da02.mx.aol.com [205.188.169.200]) by imr-m07.mx.aol.com (v107.10) with ESMTP id RELAYIN9-a49df6d746c; Fri, 10 Apr 2009 12:01:56 -0400 Received: from Sky2high@aol.com by imo-da02.mx.aol.com (mail_out_v40_r1.5.) id q.c93.43997f68 (14467) for ; Fri, 10 Apr 2009 12:01:50 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: X-Original-Date: Fri, 10 Apr 2009 12:01:47 EDT Subject: Interesting Lancair 320 flight data X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1239379307" X-Mailer: AOL 9.1 sub 5006 X-Spam-Flag:NO X-AOL-IP: 205.188.169.200 -------------------------------1239379307 Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en If anyone is interested, this piece is to remind Lancairians of just how= utile these wee birds can be. Last week my wife and I traveled on AA from Chicago to Austin, TX for our= son=E2=80=99s wedding (ORD->AUS). We used a limo to get to the big airpor= t and checked a small amount of luggage (because of the TSA). We passed thru = =E2=80=9C security=E2=80=9D where it took a while because of my laptop, Kindle, cel= l phone, slip-on/off shoes, jacket and the need to remove my belt with its alarm-r= inging buckle. Oh well. We then waited in the AA Admiral=E2=80=99s Club for 1.5= hours before boarding. Upon being seated, we watched for 30 minutes while a st= ream of people with a myriad of carry-ons marched past, so many that I thought th= e back door was open and they were just passing thru. The flight wasn=E2=80= =99t too bad, 2.5 hrs ending in a nice landing. After retrieving the checked luggage, we trudged over to Hertz and we were finally free of the ordeal= as we maneuvered out of the traffic mess. About 6.5 hours, door-to-door. The other day I had to return to Austin to pick up a treasured object an= d chose to do so in my personal pleasure craft, a Lancair 320. Leaving the= house on a beautiful morning, I drove the 30 miles to ARR, pulled out the= plane, parked the car in the hangar and transferred firearm, luggage, computer, water and peanut snacks to the cockpit (I am my own flight atte= ndant). I pre-flighted and departed after checking that no terrorist had gotten= aboard =E2=80=93 all in about 1 hour. The flight was flown to 3R9 at 85= 00 MSL, WOT, LOP (eliminated a fuel stop) with the XM radio providing more entertainme= nt than the interruptions from ATC could. 4.3 hours to 3R9 (Lakeway airpark,= about 15 west of Austin), covering 951 statute miles and consuming slight= ly less than 31 gal for 31 mpg at an average GS of over 222 mph (43 gallon= max capacity). My son picked me up for the 30 minute drive to his house= . About 5.8 hours, door-to-door. The next day=E2=80=99s return was similarly conducted under blue skies at= 9500 MSL (avg 12 mph headwind instead of the 14 mph tailwind enjoyed on the way down) and, after a nice landing, I got the luggage from the carousel (cockpit), pitched it in the car and was on my way home in amoment (no= bugs to clean off yet!). For those interested in stats, heading north around Fort Smith, AR: @ 9500 MSL (baro =3D 29.92, 10C OAT), 10600 density altitude. 166 KIAS,= 193 KTAS, 186 Kt Ground Speed. WOT, 22=E2=80=9D MAP, 2490 RPM, 27 Deg BTD= C, 6.9 GPH. CHTs =3D 320F to 340F and EGTs =3D 1370F to 1410F with the first to peak= running at 30F LOP. I took regular readings, observed certain environmental changes and made= adjustments. Maintaining same MSL while baro decreased and as OAT decreased: IAS/TAS= increased slightly, Density Altitude decreased, Mixture (fuel flow) incre= ased to keep LOP EGT temp the same. Also, as speed increased, AOA decreased.= The air mass change was to drier air and as OAT decreased so did the CHTs= by as much as 30F (+13C to 0C at altitude, a 23 F spread). The oil cooler air door was adjusted to keep the oil temps between 175F= and 180F. On the trip down, as the OAT and density altitude increased, the fuel flo= w was slightly reduced to keep the LOP EGT the same. Interesting. I chose to fly LOP to eliminate a fuel stop and even though the FF was maybe 2 gph less than best power, the KTAS was always above 190 Kts. Try= that in a spam-can. Lyc IO 320, 9:1 CR, air balanced injectors, electronic ignition & ram air= . Scott Krueger AKA Grayhawk **************A Good Credit Score is 700 or Above. See yours in just 2 eas= y steps! (http://pr.atwola.com/promoclk/100126575x1220814837x1201410725/aol?redir= =3Dhttp:%2F%2Fwww.freecreditreport.com%2Fpm%2Fdefault.aspx%3Fsc%3D668072%2= 6 hmpgID%3D62%26bcd%3DAprilfooterNO62) -------------------------------1239379307 Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en

If anyone is interested= , this piece is to remind Lancairians of just how utile these wee birds can be.

 

Last week my wife and= I traveled on AA from Chicago to Austin, TX for our son=E2=80=99s wedding (ORD-= >AUS).  We used a limo to get to the big= airport and checked a small amount of luggage (because of the TSA).  We passed thru =E2=80=9Csecurity= =E2=80=9D where it took a while because of my laptop, Kindle, cell phone, slip-on/off shoes, jacke= t and the need to remove my belt with its alarm-ringing buckle.  Oh well. We then waited in the= AA Admiral=E2=80=99s Club for 1.5 hours before boarding.  Upon being seated, we watched fo= r 30 minutes while a stream of people with a myriad of carry-ons marched past,= so many that I thought the back door was open and they were just passing thru= .  The flight wasn=E2=80=99t too ba= d, 2.5 hrs ending in a nice landing.  A= fter retrieving the checked luggage, we trudged over to Hertz and we were final= ly free of the ordeal as we maneuvered out of the traffic mess.  About 6.5 hours, door-to-door.

 

The other day I had to= return to Austin= to pick up a treasured object and chose to do so in my personal pleasure craft, a= Lancair 320.  Leaving the ho= use on a beautiful morning, I drove the 30 miles to ARR, pulled out the plane, park= ed the car in the hangar and transferred firearm, luggage, computer, water a= nd peanut snacks to the cockpit (I am my own flight attendant). I pre-flighte= d and departed after checking that no terrorist had gotten aboard =E2=80=93 all= in about 1 hour.  The flight was flown= to 3R9 at 8500 MSL, WOT, LOP (eliminated a fuel stop) with the XM radio providing= more entertainment than the interruptions from ATC could.  4.3 hours to 3R9 (Lakeway airpar= k, about 15 west of Austin), covering 951 statute miles and consuming slightly less= than 31 gal for 31 mpg at an average GS of over 222 mph (43 gallon max capacity).  My son picked me= up for the 30 minute drive to his house.  About 5.8 hours, door-to-door.

 

The next day=E2=80=99s= return was similarly conducted under blue skies at 9500 MSL (avg 12 mph headwind inst= ead of the 14 mph tailwind enjoyed on the way down) and, after a nice landing, I= got the luggage from the carousel (cockpit), pitched it in the car and was on= my way home in  amoment (no bugs to clean off yet!).

 

For those interested in= stats, heading north around Fort Smith, AR:

 

@ 9500 MSL (baro =3D 29= .92, 10C OAT), 10600 density altitude.  166 KIAS, 193 KTAS, 186 Kt Ground Speed.&nbs= p; WOT, 22=E2=80=9D MAP, 2490 RPM, 27 Deg BTDC, 6.9 GPH.  CHTs =3D 320F to 340F and EGTs= =3D 1370F to 1410F with the first to peak running at 30F LOP.

 

I took regular readings= , observed certain environmental changes and made adjustments.

 

Maintaining same MSL wh= ile baro decreased and as OAT decreased: IAS/TAS increased slightly, Density Altitu= de decreased, Mixture (fuel flow) increased to keep LOP EGT temp the same.  Also, as speed increased, AOA decreased.  The air mass cha= nge was to drier air and as OAT decreased so did the CHTs by as much as 30F (+13C= to 0C at altitude, a 23 F spread).

 

The oil cooler air door= was adjusted to keep the oil temps between 175F and 180F.

 

On the trip down, as th= e OAT and density altitude increased, the fuel flow was slightly reduced to keep the= LOP EGT the same.  Interesting.<= /P>

 

I chose to fly LOP to= eliminate a fuel stop and even though the FF was maybe 2 gph less than best power, the= KTAS was always above 190 Kts.  T= ry that in a spam-can.

 

Lyc IO 320, 9:1 CR, air= balanced injectors, electronic ignition & ram air.

 

Scott Krueger AKA Grayhawk


A Good Credit Score= is 700 or Above. See yours= in just 2 easy steps! -------------------------------1239379307--