<<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>>
         <<  Lancair Builders' Mail List  >>
         <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>>

Hello,

Just a couple of things regarding my experiences with N360ZR, now with 37 hours total time.

Engine Cooling:  I still haven't installed the cooling ramps on the upper cowling, however, due to a change in my take-off procedures,  I've gotten the CHT's a lot lower during take-off and climb operations.  Instead of reducing MP right after take-off,  I leave the throttle IN FULL all the way up to altitude, climbing at 120Knots.  CHTs don't go over 420-degrees.  After reading John Deakin's very interesting and informative articles at  www.avweb.com/articles,   I learned a thing or two regarding proper engine settings and procedures.   I was original instructed to throttle down at around 1,000 feet and this is just about the time the CHTs goes to the moon!  Leaving the power setting 'in-full', kept the "extra enrichment" feature of the engine which runs the engine super rich for cooling.   Even at a 100-knot climb, the CHTs don't go over 430-degrees.   I still plan on installing the upper cowling cooling ramps soon and will report on the results.  BTW, John Deakin says that CHTs are actually HIGHER in the cold weather since the engine is producing a lot more power, thus more heat,  cancelling a lot of the cool air component.  Emergency Gear Extension:  Tried to do one yesterday in flight at around 100 KIAS.  Nose gear wouldn't come down completely.  On the next flight, I stayed on the ground to see what was going on.  I had my instructor do a slow pass above the runway.  Nose gear was only partially extended, looks as if the gear door is in it's way or something.  On the ground, the nose gear snaps down with no problem!  I have a relatively new gear extension strut but it could have gone bad.  On-going problem....

Simulated Engine-out:  I don't think I am ever going to be comfortable doing this exercise.   However, I've done two or three completed  full stop landings.  Pulling the prop helps reduce a lot of drag.  Not extending the gear until close to the runway also helps but forgeting to yank them down is a distinct possibilty.  Sink rate is between 1,200 and 1,600 feet/min!   Still need more practice but I'm always afraid of breaking my plane when we do this.  Maybe Jim's AOA instrument will help when I eventually install it.  Always practice with long runway.  Headsets:  I just purchased a pair of 20X ANR Lightspeed headsets.  Hey, who shut down my engine???  Works great!!  Also saved some weight from NOT installing additonal noise insulation.  THe only problem so far is the need to adjust the squelch knobs during in-flight and taxi operations.  I need to increase the squelch during take-off otherwise, the engine noise is enough to trigger the mic.  More later...

Rick Argente N360ZR

LML homepage:   http://www.olsusa.com/Users/Mkaye/maillist.html