Occasionally we get people asking on the forum about normally aspirated vs. turbo. Here's actual data:
* 1977 Lance PA-32R-300 normally aspirated. Has most speed mods (tips, gap seals, etc.)
* 60 gallons fuel. Solo pilot. Bunch of junk in the back to simulate one small passenger. Approx. 80% gross weight.
* 75 degrees on the ground and 29.95 altimeter.
Performance:
* Initial climb at 105 knots to keep temps down. Initial 1000-1200' per minute tapers down to 700 at 8000'.
* 12,000': Had to increase RPM to 2500 and pitch up a bit. 100 knots seemed to work. 400 - 500' per minute.
* 14,000': Prop 2600 RPM. 95 knots best rate of climb. 300 - 400' per minute.
* Reached 16,000' at about 250 - 300' per minute. Got bored. Thought about how long it was going to take to get back down and gave up.
* Leveled off at 16,000'. I was surprised to see that after leveling off I was able to maintain 143 KTAS. (-10 C) Needed 2500 RPM to maintain power, even in cruise. 100 ROP = 13 GPH.
Conclusion:
* It can probably make 18,000', eventually. However, I would not count on it with two heavy people in the front, or even with just one pilot fully loaded with gas and baggage.
* Realistically 16,000' is about the limit. Above that it would become difficult to overcome strong downdrafts.
* Cruise speeds drop of quickly above 13,500'. 150 knots quickly becomes 140, 130...
* 13,000' seems pretty safe and stable at any weight. If I had oxygen and a tail wind I would do 13,000' any day.
From a practical perspective I would flight plan routes up to maybe 15,000' but only in conditions that were not likely to encounter strong downdrafts, and only with two people and half a tank of gas. Therefore I would probably put my IFR limit at 14,000'. I recently did a trip from FL to GA at 13,000'. Even with a light rime ice (oops) it was still able to climb. But again, I stress not to attempt when fully loaded. 3200 lbs is about the limit for anything above 14,000' (approx. 1050 lbs useful load in my bird).
I will retest when I eventually get my electronic ignition installed.
* 1977 Lance PA-32R-300 normally aspirated. Has most speed mods (tips, gap seals, etc.)
* 60 gallons fuel. Solo pilot. Bunch of junk in the back to simulate one small passenger. Approx. 80% gross weight.
* 75 degrees on the ground and 29.95 altimeter.
Performance:
* Initial climb at 105 knots to keep temps down. Initial 1000-1200' per minute tapers down to 700 at 8000'.
* 12,000': Had to increase RPM to 2500 and pitch up a bit. 100 knots seemed to work. 400 - 500' per minute.
* 14,000': Prop 2600 RPM. 95 knots best rate of climb. 300 - 400' per minute.
* Reached 16,000' at about 250 - 300' per minute. Got bored. Thought about how long it was going to take to get back down and gave up.
* Leveled off at 16,000'. I was surprised to see that after leveling off I was able to maintain 143 KTAS. (-10 C) Needed 2500 RPM to maintain power, even in cruise. 100 ROP = 13 GPH.
Conclusion:
* It can probably make 18,000', eventually. However, I would not count on it with two heavy people in the front, or even with just one pilot fully loaded with gas and baggage.
* Realistically 16,000' is about the limit. Above that it would become difficult to overcome strong downdrafts.
* Cruise speeds drop of quickly above 13,500'. 150 knots quickly becomes 140, 130...
* 13,000' seems pretty safe and stable at any weight. If I had oxygen and a tail wind I would do 13,000' any day.
From a practical perspective I would flight plan routes up to maybe 15,000' but only in conditions that were not likely to encounter strong downdrafts, and only with two people and half a tank of gas. Therefore I would probably put my IFR limit at 14,000'. I recently did a trip from FL to GA at 13,000'. Even with a light rime ice (oops) it was still able to climb. But again, I stress not to attempt when fully loaded. 3200 lbs is about the limit for anything above 14,000' (approx. 1050 lbs useful load in my bird).
I will retest when I eventually get my electronic ignition installed.
