A friend with a blue-printed 360 (200 hp?) decided to stop at about FL21
because aircraft stability became an issue.
Grayhawk
PS limiting factors at FL18 is proper O2 mask and supply, instrument
flight plan filed, proper transponder, etc............
In a message dated 2/13/2014 3:49:48 P.M. Central Standard Time, N4zq [at] verizon.net writes:
What is
the practical service ceiling with a 180hp IO360? Years ago I was told you
are there when the rate of climb drops to 100ft/min of less. How high will
it go? Frost bite might be the limiting
factor?
I've had our 320 to FL210 on a few occasions. It gets up there only if you're quite light (solo, minimum baggage, low fuel). It's only a practical altitude if you're catching a big tailwind. IAS is only around 115-120 so any turbulence would necessitate an immediate descent. With a 360 you could get up there a bit easier and have a little more airspeed margin. You should have either electronic ignition or pressurized mags in addition to the stuff that Greyhawk mentioned. I guess it all depends on your definition of "practical" but in general, I'd say that FL180 would be about the highest practical altitude for a 320/360 on most occasions.
Bill Harrelson
N6ZQ IV 500 hrs
-----Original Message----- What is the practical service ceiling with a 180hp IO360?
Years ago I was told you are there when the rate of climb drops to 100ft/min of less.
On Thursday, February 13, 2014 1:49 PM, "Greenbacks, UnLtd." <N4zq [at] verizon.net> wrote:
What is the practical service ceiling with a 180hp IO360? Years ago I was told you are there when the rate of climb drops to 100ft/min of less. How high will it go? Frost bite might be the limiting factor?
I have had mine to 17999 with no issue with stability. Also recorded personal best ground speed of 278kts with an horrendous tailwind at that altitude. My climb rate was in the 250 range at that altitude. The biggest issue I encountered was poor engine cooling. Once past 13k in sustained climb the temps began to elevate because of higher deck angle and thinner air. Unless you are built real light I would say the practical ceiling is 15k with o2 of course. My engine at the time ran approx 195hp.
Sent from my iPad
On Feb 13, 2014, at 5:01 PM, Sky2high [at] aol.com wrote:
Angier,
A friend with a blue-printed 360 (200 hp?) decided to stop at about FL21
because aircraft stability became an issue.
Grayhawk
PS limiting factors at FL18 is proper O2 mask and supply, instrument
flight plan filed, proper transponder, etc............
In a message dated 2/13/2014 3:49:48 P.M. Central Standard Time, N4zq [at] verizon.net writes:
What is
the practical service ceiling with a 180hp IO360? Years ago I was told you
are there when the rate of climb drops to 100ft/min of less. How high will
it go? Frost bite might be the limiting
factor?
In a message dated 2/14/2014 6:53:20 A.M. Central Standard Time, n5zq [at] verizon.net writes:
Angier,
I've had our 320 to FL210 on a few occasions.
It gets up there only if you're quite light (solo, minimum baggage, low
fuel). It's only a practical altitude if you're catching a big
tailwind. IAS is only around 115-120 so any turbulence would
necessitate an immediate descent. With a 360 you could get up there
a bit easier and have a little more airspeed margin. You should have
either electronic ignition or pressurized mags in addition to the stuff
that Greyhawk mentioned. I guess it all depends on your definition
of "practical" but in general, I'd say that FL180 would be about the
highest practical altitude for a 320/360 on most occasions.
Bill
Harrelson N6ZQ IV 500 hrs
-----Original Message-----
What is the practical service ceiling with a 180hp IO360? Years ago
I was told you are there when the rate of climb drops to 100ft/min of
less. How high will it go? Frost bite might be the limiting
factor?
Uh, Grayhawk forgot another factor - When the KIAS drops below 130, one
should consider taking the flaps out of reflex and that will definitely lower
the deck angle,but drop the IAS further. Ah, if I still had my small tail, fwd
CG, Hi CR, injected EI 320 with AOA, I would run out and perform some
additional experiments. Drat!
Grayhawk
PS, The wee plane loved to operate betwixt 7000 and 15000 MSL (ideal
9-12) and occasionally operate at 16000 or 17000 - Mountain High
pulsed O2 delivery system for improved human performance.
In a message dated 2/14/2014 6:54:18 A.M. Central Standard Time, n20087 [at] yahoo.com writes:
I have had mine to 17999 with no issue with stability. Also
recorded personal best ground speed of 278kts with an horrendous tailwind at
that altitude. My climb rate was in the 250 range at that altitude. The
biggest issue I encountered was poor engine cooling. Once past 13k in
sustained climb the temps began to elevate because of higher deck angle and
thinner air. Unless you are built real light I would say the practical
ceiling is 15k with o2 of course. My engine at the time ran approx 195hp.
Sent from my iPad
On Feb 13, 2014, at 5:01 PM, Sky2high [at] aol.com wrote:
Angier,
A friend with a blue-printed 360 (200 hp?) decided to stop at about
FL21 because aircraft stability became an issue.
Grayhawk
PS limiting factors at FL18 is proper O2 mask and
supply, instrument flight plan filed, proper transponder,
etc............
In a message dated 2/13/2014 3:49:48 P.M. Central Standard Time, N4zq [at] verizon.net writes:
What
is the practical service ceiling with a 180hp IO360? Years ago I was
told you are there when the rate of climb drops to 100ft/min of
less. How high will it go? Frost bite might be the limiting
factor?
Did your temps settle down after leveling off? The beauty of normally aspirated is that heat production is nearly proportional to cooling capacity as altitude increases. Well, loss of ram will bring heat production down a little faster. I tend to run 10-15 degrees cooler up high.
On Friday, February 14, 2014 4:53 AM, Tom <n20087 [at] yahoo.com> wrote:
I have had mine to 17999 with no issue with stability. Also recorded personal best ground speed of 278kts with an horrendous tailwind at that altitude. My climb rate was in the 250 range at that altitude. The biggest issue I encountered was poor engine cooling. Once past 13k in sustained climb the temps began to elevate because of higher deck angle and thinner air. Unless you are built real light I would say the practical ceiling is 15k with o2 of course. My engine at the time ran approx 195hp.
Sent from my iPad
On Feb 13, 2014, at 5:01 PM, Sky2high [at] aol.com wrote:
Angier,
A friend with a blue-printed 360 (200 hp?) decided to stop at about FL21
because aircraft stability became an issue.
Grayhawk
PS limiting factors at FL18 is proper O2 mask and supply, instrument
flight plan filed, proper transponder, etc............
In a message dated 2/13/2014 3:49:48 P.M. Central Standard Time, N4zq [at] verizon.net writes:
What is
the practical service ceiling with a 180hp IO360? Years ago I was told you
are there when the rate of climb drops to 100ft/min of less. How high will
it go? Frost bite might be the limiting
factor?
Some margin (between IAS and L/D max IAS) is definitely helpful. Flying through some mountain wave at 16.5k, the autopilot held altitude constant, but the airspeed would slowly cycle between 120 and 160 KIAS.
On Friday, February 14, 2014 4:53 AM, Bill Harrelson
<n5zq [at] verizon.net> wrote:
Angier,
I've had our 320 to FL210 on a few occasions. It gets up there only if you're quite light (solo, minimum baggage, low fuel). It's only a practical altitude if you're catching a big tailwind. IAS is only around 115-120 so any turbulence would necessitate an immediate descent. With a 360 you could get up there a bit easier and have a little more airspeed margin. You should have either electronic ignition or pressurized mags in addition to the stuff that Greyhawk mentioned. I guess it all depends on your definition of "practical" but in general, I'd say that FL180 would be about the highest practical altitude for a 320/360 on most occasions.
Bill Harrelson N6ZQ IV 500 hrs
-----Original Message-----
What is the practical service ceiling with a 180hp IO360? Years ago
I was told you are there when the rate of climb drops to 100ft/min of less. How high will it go? Frost bite might be the limiting factor?
I have flown at 17,500 2, times between LMO and FPR non stop. One time coving the 1443 nm in 6.5 hours at around 220kts over the ground. Needless to say I had a tail wind. Takeoff weight was my butt 195#, 50#s of baggage and 70 gals 420# of fuel. With a take-off altitude of 5050' I had no problem climbing to 17,500. My biggest problem was leaning. It becomes very, very sensitive. No problem with control although it has always been smooth. The engine has dual mags.
Of course the 360 straight valve, cold air induction 10:1 pistons, ported, flow balanced clys and cam timing advanced all play into the picture.
I can actually lean until the egt's start to rise again as the engine starts to run rough. I asked this question to Don of airflow performance here is his reply,
Reason the EGT goes back up after LOP is that the lean mixture takes longer to burn, so when you get really lean unless the timing is advanced the burning is still taking place after the exhaust valve starts to open.
I think the one reason for the sensitive leaning at altitude is the need to be advanced.
So with that statement its easy to see why electronic ignition is needed at altitude although mags will work you are at a disadvantage and unable to get the full befit of high altitude cruising.
Steve Alderman N25SA 360
-----Original Message-----
From: Sky2high <Sky2high [at] aol.com>
To: lml <lml [at] lancaironline.net>
Sent: Fri, Feb 14, 2014 8:13 am
Subject: [LML] Re: 360 Service ceiling
Bill and Angier,
Right, he was using P-Mags,
Grayhawk
In a message dated 2/14/2014 6:53:20 A.M. Central Standard Time, n5zq [at] verizon.net writes:
Angier,
I've had our 320 to FL210 on a few occasions. It gets up there only if
you're quite light (solo, minimum baggage, low fuel). It's only a practical
altitude if you're catching a big tailwind. IAS is only around 115-120 so
any turbulence would necessitate an immediate descent. With a 360 you could
get up there a bit easier and have a little more airspeed margin. You
should have either electronic ignition or pressurized mags in addition to
the stuff that Greyhawk mentioned. I guess it all depends on your
definition of "practical" but in general, I'd say that FL180 would be about
the highest practical altitude for a 320/360 on most occasions.
Bill Harrelson
N6ZQ IV 500 hrs
-----Original Message-----
What is the practical service ceiling with a 180hp IO360?
Years ago I was told you are there when the rate of climb drops to 100ft/min
360 Service ceiling
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360 Service ceiling
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360 Service ceiling
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360 Service ceiling
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360 Service ceiling
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360 Service ceiling
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