Yesterday was the first chance I've had to utilize the extra power in our 9A.
What we have is a Superior IO-360 , 180 hp with a MT 3 blade constant speed prop.
Flying back from Burlington VT southward over the mountains back to Cape Cod after a front had gone through really made the air rough down low. Flying up, the air was not too bad, but we were on the ground a few hours, and things changed.
Burlington is relatively flat, but the mountains start about 15 miles south. Climbing to 7500 was the initial altitude, but turbulance started to go higher as the hills did.
At 7500' the throttle was all the way in, and MP was 23.5. RPM was 2350.Eventually, we were as high as 10,000', and it was just a simple matter of moving the stick to climb easily at 500fpm, and not lose more than 30 knots.
The only adjustment was to mixture. True airspeed according to the EFIS was 197 mph at 9500', and we were aware of what Van said about to not exceed the 210 true airspeed. Once past the mountains, it was relatively easy to come down at 500 fpm with 18-20 inches of MP. and stay in the green.
And yes, Boston approach let us deviate altitude in order to remain clear of clouds. They didn't have to work us long with the 205 knot ground speed.
Fuel burn for the 400 nautical mile round trip was 25 gallons, with 2.9 hours showing on the engine tach.
Sure beat driving!!
Jack
106 hours.
What we have is a Superior IO-360 , 180 hp with a MT 3 blade constant speed prop.
Flying back from Burlington VT southward over the mountains back to Cape Cod after a front had gone through really made the air rough down low. Flying up, the air was not too bad, but we were on the ground a few hours, and things changed.
Burlington is relatively flat, but the mountains start about 15 miles south. Climbing to 7500 was the initial altitude, but turbulance started to go higher as the hills did.
At 7500' the throttle was all the way in, and MP was 23.5. RPM was 2350.Eventually, we were as high as 10,000', and it was just a simple matter of moving the stick to climb easily at 500fpm, and not lose more than 30 knots.
The only adjustment was to mixture. True airspeed according to the EFIS was 197 mph at 9500', and we were aware of what Van said about to not exceed the 210 true airspeed. Once past the mountains, it was relatively easy to come down at 500 fpm with 18-20 inches of MP. and stay in the green.
And yes, Boston approach let us deviate altitude in order to remain clear of clouds. They didn't have to work us long with the 205 knot ground speed.
Fuel burn for the 400 nautical mile round trip was 25 gallons, with 2.9 hours showing on the engine tach.
Sure beat driving!!
Jack
106 hours.