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08-21-2013, 09:40 AM
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Join Date: Jan 2008
Location: Atlanta, GA
Posts: 240
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Quote:
Originally Posted by Neal@F14
I don't like to intentionally go on a "pleasure flight" in an RV if the temps are over 100. Above that, it's just not fun anymore. On hot summer days, we gotta do our pleasure flying early just after sunrise and be back home on the ground by about 10:00am before the thermals get miserable.
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And if traveling, just get as high as possible as quickly as possible 
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Ian
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08-21-2013, 10:01 AM
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Join Date: Oct 2007
Location: Aptos, CA (previously Reno, 21 years!)
Posts: 247
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I used to fly 9 passengers at a time in a C-402 from Las Vegas to the Grand Canyon, shuttling tour groups back and forth and doing air tours in the very early 1990's. When the day time high said 115f it was closer to 125f on the tarmac. The poor passengers were already overheated before I could get the engines started (and we were all pretty fast at getting going, 5 to 8 planes at a time, all right after each other like a "Baa Baa Black Sheep" Squadron scramble). No air conditioning. The tires felt soft and slippery on the hot pavement during taxi and the climb out at 120kts was less than enthusiastic but at least we had ram air at 100 degrees shooting at us (that felt like a cold wind comparatively). Usually before setting takeoff power I could see the sweat soaking through my pant legs and there was just nothing you could do. I remember feeling like it was a good deal when the OAT showed 80 degrees at altitude. No way could I deal with those kinds of physioligical conditions today - no way. At 22 years old I was exhausted after a full day of flying upwards of 6 flights in heat and turbulence with no autopilot or yaw damper - 14 hour duty days, 110 hours of hard flying a month. I grew up playing competitive sports and training hard; double days in football, cross country running, track and field, soccer, working out hard in the gym between practice sessions... I knew heat and exhaustion BUT this was far more than simple fatigue.
Be careful out there on hot days. It's not just the density altitude that our engines and wings feel. It's the heat we endure and the physiology of being uncomfortable enough to subtly miss picking up on threats and not being able to actively manage hazards like we normally can. When we are hot and uncomfortable our minds are not even close to 100 percent!
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08-21-2013, 08:28 PM
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Join Date: Aug 2011
Location: Austin TX
Posts: 347
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no temp limitations only related heat/convective turbulence but I try to get high as quick as possible.
Hottest I flew was 112F from Llano TX. fully loaded, full fuel with 2pax, camping gear and waaay too much swag from Oshkosh. still climbed at 900fpm wot but I had to step to get altitude to keep CHT's down to acceptable temps.
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--2008 RV-9A
Austin TX
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08-21-2013, 08:38 PM
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Join Date: Jan 2006
Location: Dallas, TX (ADS)
Posts: 2,180
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Heat = thermals. More heat = better thermals. So, no limit.
Unhappy with your climb rate? Find a good thermal and enjoy a free 400+ FPM from mother nature
TODR
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Doug "The Other Doug Reeves" Reeves
CTSW N621CT - SOLD but not forgotten
Home Bases LBX, BZN
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08-22-2013, 07:30 AM
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Join Date: Nov 2005
Location: Asheville, NC
Posts: 2,692
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Quote:
Originally Posted by BillFear
I am starting to fly the 7a higher and was surprised yesterday with CHT issues in Michigan in a climb from 5k to 11k. it was not that hot (80F on the ground) but I was only able to get 300fpm or so to keep the CHTs below 425 in the climb! I was leaning all the way up. I noticed this post, do others use full rich mixture in extended climbs? Its a Matituck O360 with CS hartzell, WOT and 2500rpm.
had no issues at all with oil temps.
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Bill,
I have a box stock parallel IO-360.
Leaning is one of the last things I do on departure but I do continuously lean to the takeoff EGT temp while in the climb. I watch CHT too but it is unusual for me to have to do anything about them. I usually climb at 110 to 120 knots. I am surprised at your higher altitude story because I would have a hard time forcing my CHT out of bounds at that altitude. My only tickle with higher temps is on takeoff and initial climb (but that is only about 395F on hot summer days). My oil temps were too cold. Last winter I taped 1/2 the cooler shut. Could have gone more shut in the winter. Moved to 1/4 shut this summer (admitedly a cool season here but I think 1/4 is still right for me for any summer).
Sorry for the thread drift. In regards to hot weather, Diane and I have not really had to push the boundaries yet. I think high 90's may be the worst we have seen so far. Altitude has fixed that.
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Bill Pendergrass
ME/AE '82
RV-7A: Flying since April 15, 2012. 850 hrs
YIO-360-M1B, mags, CS, GRT EX and WS H1s & A/P, Navworx
Unpainted, polished....kinda'... Eyeballin' vinyl really hard.
Yeah. The boss got a Silhouette Cameo 4 Xmas 2019.
Last edited by rzbill : 08-22-2013 at 07:41 AM.
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08-22-2013, 09:01 AM
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Join Date: Jul 2011
Location: Southern Indiana
Posts: 93
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Flying back from Sun n Fun was a little rough this year, high 80's. Must say the Koger Sunshade was a big help. Seems as though no matter how cold it ets I still emerge from the cockpit quite sweaty. I'm considering purchasing a small battery operated fan and mounting it atop the fuel tank or the underside of the rollbar in our -12
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Ross Porter
A&P Mechanic, Republic Airways
Indiana
First Generation Eagles Nest/Aviation Nation RV-12 Builder/Pilot
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08-22-2013, 02:14 PM
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Join Date: Jan 2005
Location: Chandler, AZ
Posts: 2,904
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117 !!!
The hottest I've ever taken off was 117 degrees. I used to fly to work often and required me to leave around 5:45 pm. (Phoenix area) Although 117 was the hottest, over 110 was quite regular.
That is why always laugh when many RV people say they won't let their CHT's get above 400. If we lived by that in AZ we would have to park our planes from May till October!!! Nice idea in theory but the reality of it is climbs will exceed 400. Transient temps and they stabilize after leveling off.
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Darwin N. Barrie
Chandler AZ
www.JDair.com
RV-7 N717EE-Flying (Sold)
RV-7 N717AZ Flying, in paint
EMS Bell 407,
Eurocopter 350 A-Star Driver
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08-22-2013, 02:30 PM
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Join Date: Jun 2013
Location: Austin, Tx
Posts: 32
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Landed at Needles CA a few weeks ago for fuel. I was bringing a Navion Rangemaster back to TX from Livermore Ca. It was 115F on the ground. The nice fellow at the FBO brought me out a bottle of water and an icecream sandwich, then fueled the plane for me. On the take off run the mirage was so bad one could barely make out the other end of the runway. Good Times!
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Wes Ripley
Austin, Tx
RV-8 Dreamer, C-172, Navion Rangemaster, Champ 7AC
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08-22-2013, 03:18 PM
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Join Date: Aug 2012
Location: Bryan, Texas
Posts: 76
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I have an RV7A that I purchased with an Air-Flow air conditioning system installed.
The output temperature is a delta of 35 degrees. In Texas it is needed.
100 degree outside air , 75 degree from the vent
http://www.airflow-systems.com/rv-7/
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08-22-2013, 03:30 PM
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Join Date: Jul 2009
Location: Mojave
Posts: 4,652
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Quote:
Originally Posted by BillFear
...I noticed this post, do others use full rich mixture in extended climbs?...
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I'm injected so I go LOP as a temperature control measure as soon as I get above 6500. CHT drops right away. Up to that point, I run best power EGT. If I can't get to 6500 before temps get out of hand, then I will throw more fuel at the engine, but this is rarely needed.
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WARNING! Incorrect design and/or fabrication of aircraft and/or components may result in injury or death. Information presented in this post is based on my own experience - Reader has sole responsibility for determining accuracy or suitability for use.
Michael Robinson
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Harmon Rocket II -SDS EFI
RV-8 - SDS CPI
1940 Taylorcraft BL-65
1984 L39C
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