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1. 06:39 AM - High altitude airport Ops (Dan Masys)
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| Subject: | High altitude airport Ops |
Bob's right. Although peak EGT is stoichiometric fuel+air and is the most
complete combustion, best power occurs about 100-125 rich of peak. Thanks
for reminding me so there is more power available for the next Tahoe run.
And looking it up Vy does decrease with altitude while Vx increases.
So you can pretty much ignore my entire post, other than somehow I have
been able to survive the mountains so far in my RV-10. : )
-Dan Masys
Time: 01:36:06 PM PST US
Subject: RV10-List: Re: High altitude airport Ops
From: "Bob Turner" <bobturner@alum.rpi.edu>
Dan, I respectfully disagree with some of your post.
First, be very careful interpreting the GRT power reading. It just works
off a
look up table that you entered, and, in particular, does not know the
actual mixture ratio wrt peak egt.
Second, lean to best power, not peak egt, if there is any question about
having
sufficient power for takeoff. Best power is about 125 F rich of peak EGT.
And
with a long runway, go even richer, to help keep CHTs down.
As you note, caution is needed with downwind takeoffs. I wont accept more
than
a 5 knot tailwind component. And while some airports really are one-way,
KTVL
isnt one of them. Its a bit tight, but a -10 can takeoff to the south and
execute
a left downwind departure. And if it wont climb fast enough, there is a golf
course a bit further south over which you can circle.
Vy (in IAS) decreases, not increases, as density altitude goes up. But you
do need to watch CHTs.
I recommend flaps in trail for these takeoffs.
--------
Bob Turner
RV-10 QB
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