Morgans wrote:
"Blueskies" wrote

That is an in-flight adjustable prop, not constant speed but still
adjustable. I think the writer is saying the weight
compares favorably with a IO-360 with all accessories and a
constant speed
prop. The only real operational issue is the
requirement to watch the prop pitch control vs. manifold pressure
and
twiddle as necessary to set the power; not quite
as easy as a constant speed but configurable never-the-less...


Right. I think other people's hesitations about the poster saying
the V-8
is lighter, is possibly justified. Nevertheless, the possible
heavier
weight should be more than offset by the higher HP, and I commend
someone
giving alternate power a real, (from how it appears) well thought out
application, a chance to work.

As far as claims of fantastic economy goes, I think that anyone
claiming to
be getting *substantially* better than .38 lbs/hp/hr, even with a
modern
liquid cooled engine, are suspect.


Good luck to the OP. I wish I were involved in the project. Test
test
test, before flying!
--
Jim in NC

Let me clear up some things. My plane is tied down in its hangar at
almost 7000 feet msl. So the 310 hp is down 22% right off the bat, now
it's at 240 or so. The fuel flow for that HP range is damn close. I
agree that any motor running below .38-.40 is pushing the limit on
thermal dynamics of current technology. I admit that there is some
cutting edge stuff in my motor that helps squeeze out more hp per pound
of fuel. For instance my egt is running 1600 + on takeoff but this also
has an explanation. my probe is in the collector, not the head pipe so
the the egt number looks high for sure. Took me a while to find some
trick collector gaskets that can stand that kind of temp. An aircooled
motor in the low .40 range is kinda hard to believe. Now if they add
some ceramic goodies to their product they might get close. Lyc and
Cont are realizing they are so far behind the tech curve that stating
the FADEC is the future of their aircooled powerplants is like buying a
bridge somewhere. Truth is Horsepower=Heat. The better one converts
that to motion is ahead of the pack. I believe Dave Hyde asked the
question ,How did a 0-360 gain so much weight.Well, lets add things up.
0-360 "Bare" and dry is 293,, Maybe,, add starter,Flywheel, ringgear,
alt, fuel system and pump, fuel lines, shrouds, mags, wiring harness,
brackets, exhaust system, mufflers, heat muffs, Scat tubes, clamps,
oil filter, oil, oil cooler,oil lines,engine mount, cowling, prop,
governor, bolts, nuts, Etc !!!!! I have weighed a Lyc all dressed out
and it is alot heavier then most people think. Only in America can one
create a better flying mouse trap....God Bless the USA !!!!!!!
Ben Haas N801BH Jackson Hole Wyoming