Based on ?a little help from my friends? (RV-10 Van?s forum contributors) I had what I feel was a very successful ?do over? of my RV-10 service ceiling test flight. I obviously gleaned a lot of good information about leaning the engine during climb that I was totally unaware of. You do not lean a turbo-jet or turbo-prop during any stage of flight so this was all new to me. After having it brought to my attention in the responses that I got on the forum, it certainly made sense to me. Less oxygen, less fuel.
I took off this morning (July 6, 2011) at 0620. The good news was that the OAT was 52 degrees as opposed to 81 degrees on the previous attempt on July 2, 2011. This time however, I had full fuel (360 lbs) where last time I only had about half that amount.
Somewhere around 12,000 feet I went on oxygen and started to lean. Just like last time I flew to 17,500 and leveled off. At that point I contacted Oakland center and got a clearance to FL200. Last time the engine started to miss and the aircraft response became sluggish above FL180 but this time the aircraft performed well as did the engine. The climb to FL200 was quick and easy and everything was still looking good. Actually I was kind of surprised at the difference from a few days earlier. I leveled off at FL200 for a minute or so and then asked for FL220. Again the aircraft performed well as did the engine. I don?t remember exactly what the rate of climb was but it was still significant, I would guess around 600+ feet per minute. At FL220 I flew in level flight for a few minutes just to see how the airplane ?felt? and was very satisfied with the flight characteristics and the engine performance. At this point I really wanted to ask for higher BUT I was using a oxygen mask that did not have a mic in it and it was difficult for me to fly the airplane and stick my boom mic under the oxygen mask. At this point I was satisfied with the altitude that I had attained and was certain that I could easily reach the Van?s published service ceiling of FL240. At that point I requested a decent back down to my destination airport (KSTS).
This time I did manage to remember to take my camera along and take some pictures of the flight instrument display (EFIS) and the engine instrument display at FL220. Some of you ?eagle eye? types may notice that the number 3 cylinder EGT is showing 582 degrees while the rest are all around 1300. It failed during the first flight a week ago and I have called Grand Rapids everyday since trying to order a new probe but they have been closed all week. It is also interesting to see the pitch attitude of the aircraft, even at FL220, absolutely level. Unlike the last time when I was in a nose high attitude mushing along, this felt a lot better. Also check out the indicated airspeed. Last time at FL18.8 it was 90 MPH this time at FL220 it was 101 KNOTS!
End of story, thanks for the comments!
I took off this morning (July 6, 2011) at 0620. The good news was that the OAT was 52 degrees as opposed to 81 degrees on the previous attempt on July 2, 2011. This time however, I had full fuel (360 lbs) where last time I only had about half that amount.
Somewhere around 12,000 feet I went on oxygen and started to lean. Just like last time I flew to 17,500 and leveled off. At that point I contacted Oakland center and got a clearance to FL200. Last time the engine started to miss and the aircraft response became sluggish above FL180 but this time the aircraft performed well as did the engine. The climb to FL200 was quick and easy and everything was still looking good. Actually I was kind of surprised at the difference from a few days earlier. I leveled off at FL200 for a minute or so and then asked for FL220. Again the aircraft performed well as did the engine. I don?t remember exactly what the rate of climb was but it was still significant, I would guess around 600+ feet per minute. At FL220 I flew in level flight for a few minutes just to see how the airplane ?felt? and was very satisfied with the flight characteristics and the engine performance. At this point I really wanted to ask for higher BUT I was using a oxygen mask that did not have a mic in it and it was difficult for me to fly the airplane and stick my boom mic under the oxygen mask. At this point I was satisfied with the altitude that I had attained and was certain that I could easily reach the Van?s published service ceiling of FL240. At that point I requested a decent back down to my destination airport (KSTS).
This time I did manage to remember to take my camera along and take some pictures of the flight instrument display (EFIS) and the engine instrument display at FL220. Some of you ?eagle eye? types may notice that the number 3 cylinder EGT is showing 582 degrees while the rest are all around 1300. It failed during the first flight a week ago and I have called Grand Rapids everyday since trying to order a new probe but they have been closed all week. It is also interesting to see the pitch attitude of the aircraft, even at FL220, absolutely level. Unlike the last time when I was in a nose high attitude mushing along, this felt a lot better. Also check out the indicated airspeed. Last time at FL18.8 it was 90 MPH this time at FL220 it was 101 KNOTS!
End of story, thanks for the comments!
