Ah sorry, got it. That modern paint scheme was deveiving. But yeah, the panel shows it’s pre ’84…
No, it’s a 1980 A36 with an IO-520BB.
Wiki:
Got the Alps-M mask, thanks Peter!
1500 cu ft O2 bottle being installed now.
Your SR22 is probably 310 hp, my IO-520 is 285 hp but I’m guessing I’m running at a higher power setting.
You got me confused there Chris. Yours is an A36, which should have an IO-550 (albeit rated at 300hp)..
Really impressive 
I would recommend getting the MH oxygen mask with a mike – about $400. It makes you sound like Darth Vader but it means you don’t need to think about breathing, which at FL200+ is pretty critical.
Your SR22 is probably 310 hp, my IO-520 is 285 hp but I’m guessing I’m running at a higher power setting.
Interesting how close these numbers are to the SR22TN (same engine basically).
The SR22T is a tad thirstier AFAIK (lower compression ratio).
Thanks to all of you for your help, and especially JasonC for pointing me in the direction of TRA2.
I flew the A36 with its turbo-normalised upgrade yesterday in TRA2 talking to Boscombe, having completed the form as described by JasonC and calling the supervisor. Boscombe made it all very easy, we flew racetracks up and down the TRA achieving FL215 before knocking it off. My back-up plan was IFR from EGTF to EGNT.
FWIW, setting 16 USG/hr lean of peak (83%) gave me:
5,000 ft: 168 KTAS
10,000 ft: 178 KTAS
15,000 ft: 188 KTAS
20,000 ft: 200 KTAS
So FL180/16 gph/190 KTAS looks reasonable for planning purposes.
Rwy20 wrote:
I once witnessed an exchange between a biz jet pilot and a controller northwest of Paris, where the pilot wanted a climb to test the pressurization after some maintenance. The controller told him off in no uncertain terms, stating that this was a test flight which would have had to be requested one day in advance according to the designated procedure.
I recall a case where an airliner was tested after an inspection before being returned to the owner (was on lease) and when they told the French controller they are on a test flight he denied their request (I think it was a 360) and send them packing (he wasn’t notified). How I know about it? They decided to do the tests they could and crashed.
The easiest way is to ring the London Mil supervisor for whichever section of uncontrolled airspace is nearest to you and explain what you need to achieve. Filing a flight plan is difficult.
I do this a lot in order to teach the emergency descent from FL280. As JasonC mentions Boscombe is the nearest space to EGTF.
boscomantico wrote:
That is all OTT. After all, what you want to do is check out the altitude performance of the engine and little more. So even while we might call it a “test flight”, from an ATC perspective it is just another flight from A to A. No need to pre-notify such a flight, etc.
At least in France, controllers seem to view it differently. I once witnessed an exchange between a biz jet pilot and a controller northwest of Paris, where the pilot wanted a climb to test the pressurization after some maintenance. The controller told him off in no uncertain terms, stating that this was a test flight which would have had to be requested one day in advance according to the designated procedure. He then had to return without having tested the pressurization.
I think calling the respective controllers in advance to discuss this is a good idea to avoid situations like these.
