X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 07 Sep 2011 08:04:52 -0400 Message-ID: X-Original-Return-Path: Received: from p3plex1out02.prod.phx3.secureserver.net ([72.167.180.18] verified) by logan.com (CommuniGate Pro SMTP 5.4.1) with SMTP id 5115927 for lml@lancaironline.net; Wed, 07 Sep 2011 01:13:46 -0400 Received-SPF: none receiver=logan.com; client-ip=72.167.180.18; envelope-from=pete@leapfrogventures.com Received: (qmail 5371 invoked from network); 7 Sep 2011 05:13:10 -0000 Received: from unknown (HELO smtp.ex1.secureserver.net) (72.167.180.19) by p3plex1out02.prod.phx3.secureserver.net with SMTP; 7 Sep 2011 05:13:10 -0000 Received: from P3PW5EX1MB14.EX1.SECURESERVER.NET ([10.6.135.87]) by P3PW5EX1HT001.EX1.SECURESERVER.NET ([72.167.180.19]) with mapi; Tue, 6 Sep 2011 22:13:09 -0700 From: "pete@leapfrogventures.com" X-Original-To: Dico Reijers X-Original-CC: "lml@lancaironline.net" X-Original-Date: Tue, 6 Sep 2011 22:15:09 -0700 Subject: RE: Figuring out the pressurization system IV-P -- couple of questions Thread-Topic: Figuring out the pressurization system IV-P -- couple of questions Thread-Index: Acxs/GrYuGMMEL8eTp+llsFsNbN7PAAHCmww X-Original-Message-ID: <2A14E6258A8534418F5498D73CCA51EF165F435D@P3PW5EX1MB14.EX1.SECURESERVER.NET> References: <2A14E6258A8534418F5498D73CCA51EF165F4233@P3PW5EX1MB14.EX1.SECURESERVER.NET> In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: acceptlanguage: en-US Content-Type: multipart/alternative; boundary="_000_2A14E6258A8534418F5498D73CCA51EF165F435DP3PW5EX1MB14EX1_" MIME-Version: 1.0 --_000_2A14E6258A8534418F5498D73CCA51EF165F435DP3PW5EX1MB14EX1_ Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable It is the one with the white dot on it (mine has the word RATE written acro= ss it). I just set the Dukes at my final anticipated Flight Level -2500 feet when I= start up(I know I said 2000 in my email, but -2500 gets me a tad over the = 5.5 psi and seems to work well) and, unless the destination airport is high= er than the Airport ALT reading, I just leave it there for the duration of = the flight. Make sure you set it as soon as possible (you can even do it p= rior to power up) to give it time to adjust the pressure head - it is a ver= y slow process. Lowering the FL on the Dukes once I am at the flight level might result in = an increase in pressurization for a short period when the system is going t= oward max pressure, then a decline when finally descending below the Airpor= t ALT, IMHO a more uncomfortable progression pressure wise than just leavin= g it alone. If ATC steps me down 5,000 feet or so and I notice the Dukes i= s still at a higher ALT, I will reset it to my destination elevation plus 3= 000 feet, but usually I just leave the Dukes where it is and all is fine. Pete From: Dico Reijers [mailto:dico@internetworks.ca] Hi Pete, Thanks for your detailed email. I have a couple questions... 1) which is the rate knob? The only knob with any description on it is the= one where I set the altitude. There is another knob beside it, however it= doesn't have a label on it (see attached photo). 2) If I am FL200 and my destination airport is still 150nm away... at what= point would I turn the pressurization to the field elevation? As soon as = I start my decent? Thanks, -dr --_000_2A14E6258A8534418F5498D73CCA51EF165F435DP3PW5EX1MB14EX1_ Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

It is the= one with the white dot on it (mine has the word RATE written across it).

I just set the Dukes at my final anticipated F= light Level -2500 feet when I start up(I know I said 2000 in my email, but = -2500 gets me a tad over the 5.5 psi and seems to work well) and, unless th= e destination airport is higher than the Airport ALT reading, I just leave = it there for the duration of the flight. Make sure you set it as soon= as possible (you can even do it prior to power up) to give it time to adju= st the pressure head – it is a very slow process.

Lowering the FL on the Dukes once I am at the flight le= vel might result in an increase in pressurization for a short period when t= he system is going toward max pressure, then a decline when finally descend= ing below the Airport ALT, IMHO a more uncomfortable progression pressure w= ise than just leaving it alone. If ATC steps me down 5,000 feet or so= and I notice the Dukes is still at a higher ALT, I will reset it to my des= tination elevation plus 3000 feet, but usually I just leave the Dukes where= it is and all is fine.

Pete

<= p class=3DMsoNormal>From: Dico Reijers [mailto:dico@internetworks.ca]

Hi Pete,

Thanks for your= detailed email. I have a couple questions...

1) which i= s the rate knob? The only knob with any description on it is the one = where I set the altitude. There is another knob beside it, however it= doesn't have a label on it (see attached photo).

2) If= I am FL200 and my destination airport is still 150nm away... at what point= would I turn the pressurization to the field elevation? As soon as I= start my decent?

Thanks,

-dr

= --_000_2A14E6258A8534418F5498D73CCA51EF165F435DP3PW5EX1MB14EX1_--