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  #11  
Old 05-07-2011, 07:53 AM
David Z David Z is offline
 
Join Date: Aug 2010
Location: Thunder Bay Ontario
Posts: 335
Default Weight and Power

285lbs as per Sue
195hp for the carb and vertical induction versions and 7hp more for the horizontal induction model because it has cold air induction, as per Bart.
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  #12  
Old 05-10-2011, 02:44 PM
Flaude Flaude is offline
 
Join Date: Sep 2010
Location: Paris
Posts: 14
Default

I hope to fly mine by july. The Horizontal cold air induction 195 HP with a 2 blades RV200 Whirlwind propeller.
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  #13  
Old 05-14-2011, 05:10 AM
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GusBiz GusBiz is offline
 
Join Date: Apr 2011
Location: Melbourne, Victoria, Australia
Posts: 211
Default Alttitude of the IO-375

Guys,

what is the highest you can fly the aircraft with the IO-375?

FL180, FL200?

I would like to fly the thing at FL200. Is that a reasonable proposition or is that just pushing the thing too far?

Regards,

Gus Bisbal
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  #14  
Old 05-14-2011, 11:50 AM
Sig600 Sig600 is offline
 
Join Date: Nov 2005
Location: KRTS
Posts: 1,798
Default

Why so high? I don't think there will be any problem running up there, you'll have to be careful coming down from such a high altitude so as to not shock cool the engine.
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  #15  
Old 05-14-2011, 09:45 PM
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GusBiz GusBiz is offline
 
Join Date: Apr 2011
Location: Melbourne, Victoria, Australia
Posts: 211
Default Why so high?

Because I want to be able to know if I can get above weather if needed when going over large bodies of water. And yeah thermal shock is an issue but I don't plan to decend any faster than about 500ft/m
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  #16  
Old 05-14-2011, 10:36 PM
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schristo@mac.com schristo@mac.com is offline
 
Join Date: Sep 2007
Location: WA
Posts: 988
Default ifr and a full face O2 mask...

In the US you need to be on an IFR flight plan with a full face O2 mask above 18k... yuk!
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RV7 powered by a lycoming thunderbolt IO-390
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  #17  
Old 05-15-2011, 04:44 AM
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pierre smith pierre smith is offline
 
Join Date: Jan 2005
Location: Louisville, Ga
Posts: 7,840
Default No way.

Quote:
Originally Posted by GusBiz View Post
Because I want to be able to know if I can get above weather if needed when going over large bodies of water. And yeah thermal shock is an issue but I don't plan to decend any faster than about 500ft/m
Gus, we were on the way to N.C. yesterday but we knew it would be dicey...lots of Cu building up. I scrolled the pointer of the 496 to the center of the red...."Tops 33,000' ". No way to top that, so we u-turned and went back.

Good luck,
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  #18  
Old 05-15-2011, 10:40 AM
Sig600 Sig600 is offline
 
Join Date: Nov 2005
Location: KRTS
Posts: 1,798
Default

Quote:
Originally Posted by pierre smith View Post
Gus, we were on the way to N.C. yesterday but we knew it would be dicey...lots of Cu building up. I scrolled the pointer of the 496 to the center of the red...."Tops 33,000' ". No way to top that, so we u-turned and went back.

Good luck,
+1. I don't know what the weather is like down under (does the rain go up?) but "topping" weather at 20K is a risky proposition. If you're just talking about layers, thats fine. However if you're thinking you're going to top any serious cumulus build ups, when you're up that high the build ups can easily out climb your aircraft with a moderate level of convective activity. You could find yourself in a very dangerous position very quickly up there. I've been in the mid 40's and seen storms that have anvil'd on top start building right past me (with about a 30 mile stand off).
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  #19  
Old 05-15-2011, 05:41 PM
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GusBiz GusBiz is offline
 
Join Date: Apr 2011
Location: Melbourne, Victoria, Australia
Posts: 211
Default One step at a time

Guys,

flight envelope, I want to know my flight envelope.

If I know what alttitude I can operate at then I know my options. I want to KNOW my options. Not "I am building a flight plan right now and am putting on my gloves so that I get ready to taxi out"

I am going to be going over the mountains in New Zealand they are at max FL130.

I would like to know how high I can go. This is an engine question not a flight practices question. That is a completely different issue.

PS. I have no problem with IFR/IMC with a mask. I prepare and practice for those missions and it is part of being a private pilot for me. Getting a -20C draft is more an issue for me actually over a 2 hour period. That affects my concentration but again this is a flight envelope question not a best practices question.
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  #20  
Old 05-15-2011, 07:28 PM
Sig600 Sig600 is offline
 
Join Date: Nov 2005
Location: KRTS
Posts: 1,798
Default

In that case, I don't think you'll have any problems getting up there and operating. The other issue you'll have to be careful of is exceeding Vne TAS on the way down. Other than that and the shock cooling... if your motor will get you up there I can't think of any other potential issues.
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