Another variable would be the ability to lean the engine on the ground. As a flatlander, my carb is wired full rich and there is no sign of a mixture control in the cockpit. Were I to contemplate flying out west, I'd want to make sure that I could lean the carb well before I bought the charts for the trip. I've had my 415C (C 85 with a 47 pitch prop and gross about 1200 lbs) up to 7000 MSL on a hot summer day when I estimated the density altitude as approximately 10,000 ft. It really had no climb left at that point and it took a lot longer to get there than it took to come down. John Roach N 2427H
Ed Burkhead wrote: > > > Dan, > > Perhaps you could post the engine, propeller type, length and pitch and > intended gross weight on the forum and that would help us give you some > guidelines. > > I don't think performance data was researched and published for the C > model > Coupes. > > I made one excursion through Wyoming with a C-85 at about 1350 lb. gross > weight with an extreme climb propeller (7146 McCauley). With the engine > leaned before takeoff, I got off the ground at the 1/3rd mark of each high > altitude runway. > > Climbing after getting off was another issue. The downdrafts from the > summer thermals after 10:30 a.m. dwarfed my climb rate. I had to look > for a > hot spot on the ground, fly over to it (low level) and circle in the > enormous updraft. > > Before 10:30 a.m., the flying was the best I've ever had! > > (Limited experience, limited answer - but the best information I've got.) > > Ed > > Ed Burkhead > http://edburkhead.com/Ercoupe/index.htm > <http://edburkhead.com/Ercoupe/index.htm> East Peoria, Illinois > ed -at- edbur???khead.??com (remove the ? marks and change -at- > to @) > >
