The Home of Photos in Dunnunda! Mk I
I took the FTDK into the flight levels yesterday, much to the surprise of ATC!
FTDK: Clearance delivery, XXX, IFR, request clearance
Clearance delivery: XXX, cleared to Woop Woop direct, Flight Level 180, visual departure, code 1234 .........ah, confirm you requested Flight Level 180
FTDK: Affirmative, cleared direct Woop Woop, FL180, visual depature, code 1234, XXX
An ambitious call on my part given that, according to the POH, the service ceiling of the Bonanza is 17,000', but I figured it was better to level off somewhere lower than to keep requesting to go higher.
Took 30 min / 55 nm to FL160 (12 min to 10,000') at which time the ROC was down to about 100'/min.
FL160 (1013), DA 18,300', CAS 116 kts, OAT 4oC, TAS 153 kts
2500 rpm / 16" MP. 41 L/hr (leaned to 25oC ROP)
% oxygen saturation sat at about 94% using a PreciseFlow Demand Conserver with nasal cannula.
Dr
PS: Yeah, yeah, I know - the DME is still U/S.
FTDK: Clearance delivery, XXX, IFR, request clearance
Clearance delivery: XXX, cleared to Woop Woop direct, Flight Level 180, visual departure, code 1234 .........ah, confirm you requested Flight Level 180
FTDK: Affirmative, cleared direct Woop Woop, FL180, visual depature, code 1234, XXX
An ambitious call on my part given that, according to the POH, the service ceiling of the Bonanza is 17,000', but I figured it was better to level off somewhere lower than to keep requesting to go higher.
Took 30 min / 55 nm to FL160 (12 min to 10,000') at which time the ROC was down to about 100'/min.
FL160 (1013), DA 18,300', CAS 116 kts, OAT 4oC, TAS 153 kts
2500 rpm / 16" MP. 41 L/hr (leaned to 25oC ROP)
% oxygen saturation sat at about 94% using a PreciseFlow Demand Conserver with nasal cannula.
Dr
PS: Yeah, yeah, I know - the DME is still U/S.
Join Date: Feb 2006
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Interesting stats Dr. Took me 55 miles (coincidentally) to get to FL145 in a Jab. 1 pob. 1/2 fuel. IAS 90 knots, TAS 139, Fuelburn 32lph. Oxygen NFI.
Fuel Cost per hour - $59.
Call to Melbourne Radar on descent - Priceless.
Fuel Cost per hour - $59.
Call to Melbourne Radar on descent - Priceless.
Might try this. Where is it. Great spot on a nice day
Join Date: Apr 2002
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Single point EGT??
FTDK
Doesn't your bonanza know that it's not possible to set the mixture accurately without multipoint EGT/CHT guages??
How did you manage to get it so high without being able to set the mixture properly??
Doesn't your bonanza know that it's not possible to set the mixture accurately without multipoint EGT/CHT guages??
How did you manage to get it so high without being able to set the mixture properly??
Doesn't your bonanza know that it's not possible to set the mixture accurately without multipoint EGT/CHT guages?? How did you manage to get it so high without being able to set the mixture properly??
I like to call the trick "doing it by the book"! It remains a source of wonder to me that doing things by the POH seems to generally work out OK.
At the risk of drifting yet another thread, and getting a Capt Wally-like reputation, I will elaborate a little.
[Feel free to post a pic Bushy to keep us on the thread]
I have learned more about operating a big-bore pistion engined aeroplane in the last couple of years, than I have in the previous decade. There are two reasons for this:
1) I have had the luxury of spending reasonably substantial periods of time travelling quite long distances from A to B in the Bo. This has given me time to learn much of what there is to know about the aeroplane, and think a lot about how best to operate it for the purpose I acquired it.
2) D&G GA and Questions, where I have been able to share the wisdom of those who have done a great deal more in aviation than I have. In the engine handling area that font of aviation knowledge who goes under the handle of Chimbu Chuckles got me thinking about the subject and steered me in the right direction to increase my understanding of appropriate engine handling. As you probably know, I have been able to fly with Chuck on a number of occassions, in both the FTDK with a single point EGT and in a C210 with an EDM800 multipoint engine monitor.
The V-tail has gammijectors but only a single point CHT. I lean it in the climb as per the book using the fuel flow guage and monitoring the EGT and the CHT. In the cruise I lean it to peak EGT and then run it 25oC ROP - which is by the book. This actually coincides with "lean it till it runs rough then enrich it just so until it runs smooth". As I generally fly high where the IO520 is delivering less than 70% power, it is OK to lean it as far as you can without it running rough.
Chuck has played with it and is of the view that the gammijectors may not be "tuned" quite right for it to be able to run LOP without running rough, but without a multipoint engine monitor you really have no idea what is happening. An EDM700 is going in shortly - and we will see!
At FL160, leaned as per above, the IO520 was purring along nicely!
Cheers
Dr
I took the FTDK into the flight levels yesterday...
Took 30 min / 55 nm to FL160...
6 kt headwind
Took 30 min / 55 nm to FL160...
6 kt headwind
I don't see the economical benefit in that!
Or was it just for fun?
