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#21
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Look at Van's Blather here.
Jim Carriere wrote:
That sounds a bit like the story of the RV-6. I thought it was originally intended for the O-320, and as more and more builders were apparently successful with O-360 installations, Van designed the RV-7 with that (among other changes) in mind. I built, own and still fly after 18 years the second customer built RV-6 and it has always been designed for an O-320 Or a O-360. Jerry |
#22
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Look at Van's Blather here.
Jerry Springer wrote:
Jim Carriere wrote: That sounds a bit like the story of the RV-6. I thought it was originally intended for the O-320, and as more and more builders were apparently successful with O-360 installations, Van designed the RV-7 with that (among other changes) in mind. I built, own and still fly after 18 years the second customer built RV-6 and it has always been designed for an O-320 Or a O-360. Hmmm, OK, was the -6 designed for the O-360 (to improve on the -4)? Or am I misinformed? |
#23
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Look at Van's Blather here.
"Kyle Boatright" wrote:
In talking with Van's, they really thought they would have quite a few customers for the RV-9 who would use the 0-235 or 0-290. Sure, there are a few, but there are far more guys bolting on the 0-360 @ 180 hp, which is 20 hp more than what Van had in mind when he designed the airplane. I had contemplated an O-235 powered RV-9A. Here's the chain of reasoning that I (and probably others inclined to lower horsepower) went through before realizing it may be a less than optimum choice, even if one seeks to lower operational expenses like avgas: When I bought the RV info pack, I finally discovered why the specs on Van's web site lists the gross weight (GW) range for the RV-9A from 1600 to 1750 pounds: the recommended gross weight increased with horsepower (a dependency I could not find anywhere on Van's web site). At 118 HP, recommended GW is 1600 lbs, at 135 HP it is 1675 lbs, and at 160 HP it is 1750 lbs. Now what is the actual structural limit?? Beats me - looks like the GW goes as the cube root of the HP, so at 200 HP could I safely increase the maximum GW to 1900 lbs? The designer recommended GW on _none_ of the other RV models changes with HP selection - only the 9 and 9A models indicate a GW dependent on HP. If the lower max GWs are due to center-of- gravity (CG) issues, or a takeoff performance issue, then it would be nice to see that specifically stated somewhere. Now with an 118 HP O-235 RV-9A @ 1600 lbs GW, Van's typical empty weight is listed at 1028 lbs, leaving 572 lbs useful, or a miserly 356 lbs useful with full fuel (36 gallons). So a couple who wish to travel cross-country and wish to take any baggage at all immediately begins to cut into the fuel - provided CG issues with that lighter engine up front doesn't limit their baggage first. Lastly, the install cost difference between a Lycoming O-235 and a Lycoming O-320 does not appear to be terribly great. And if you want to increase the still air MPG on the larger engine, you can just throttle back and still get close to the same still air MPG at the same airspeed as that provided by a smaller engine. Given all the above, it doesn't seem hard to justify installing something larger than an O-235 in an RV-9A. |
#24
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Look at Van's Blather here.
"Jim Carriere" wrote in message .. . Jerry Springer wrote: Jim Carriere wrote: That sounds a bit like the story of the RV-6. I thought it was originally intended for the O-320, and as more and more builders were apparently successful with O-360 installations, Van designed the RV-7 with that (among other changes) in mind. I built, own and still fly after 18 years the second customer built RV-6 and it has always been designed for an O-320 Or a O-360. Hmmm, OK, was the -6 designed for the O-360 (to improve on the -4)? Or am I misinformed? The RV-4 and RV-6 were designed for the 150-180 hp O (and IO) 320's and 360's.. Of course, clever builders started installing the angle valve IO-360, which is a 200 hp engine and is significantly heavier than the intended engines. So Van's introduced the RV-7 and RV-8 which are intended to use any of the 150-200 hp engines. Accordingly, clever builders are installing IO-390's and IO-400's, boosting compression, etc., so once again people are installing bigger, more powerful engines than Van intended. I think that if Van offered a PT-6 option, someone would want to shoehorn in the 15,000 hp Kuznetsov turbine liberated from a Tu-95 Bear bomber. KB |
#25
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Look at Van's Blather here.
"Jim Logajan" wrote in message .. . snip Given all the above, it doesn't seem hard to justify installing something larger than an O-235 in an RV-9A. Another way to look at it is that you can always throttle the 180 hp engine back to get roughly the same fuel burn as the 118 hp engine, but no matter how hard you firewall the 118 hp engine, it is still only 118 hp... In addition, I think you'll get a far better resale with a 150 hp or better engine in the -9. I think there are plenty of people who wouldn't even consider buying a 118 hp version. KB |
#26
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Look at Ludwig's Blather here.
"JJS" jschneider@remove socks cebridge.net wrote in message
... "Steve Foley" wrote in message news:F4KEg.3078$df.1829@trndny06... Are the comments in parentheses yours? It's kind of hard to tell who wrote what. In any case, I know of at one Lycoming engine designed for a boat. I think it was used in the 1930s. Lycomings are used in airboats all the time in Florida. And Van's aircraft built one of their RV-10s with a Continental. This is an old wooden boat with an inboard marine engine built by Lycoming. It's not an aircraft engine. ----== Posted via Newsfeeds.Com - Unlimited-Unrestricted-Secure Usenet News==---- http://www.newsfeeds.com The #1 Newsgroup Service in the World! 120,000+ Newsgroups ----= East and West-Coast Server Farms - Total Privacy via Encryption =---- |
#27
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Look at Ludwig's Blather here.
"Steve Foley" wrote in message ... "JJS" jschneider@remove socks cebridge.net wrote in message ... "Steve Foley" wrote in message news:F4KEg.3078$df.1829@trndny06... Are the comments in parentheses yours? It's kind of hard to tell who wrote what. In any case, I know of at one Lycoming engine designed for a boat. I think it was used in the 1930s. Lycomings are used in airboats all the time in Florida. And Van's aircraft built one of their RV-10s with a Continental. This is an old wooden boat with an inboard marine engine built by Lycoming. It's not an aircraft engine. My bad Steve. My comment was poorly directed to Ludwig in response to his assertion that Lycomings are not used in boats. ----== Posted via Newsfeeds.Com - Unlimited-Unrestricted-Secure Usenet News==---- http://www.newsfeeds.com The #1 Newsgroup Service in the World! 120,000+ Newsgroups ----= East and West-Coast Server Farms - Total Privacy via Encryption =---- |
#28
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Look at Van's Blather here.
The problem with the guys putting in the V-8's is they are leaving out
the FOUR ON THE FLOOR. I'm gonna put in a CORVETT firebreathing turbocharged chrome plated V-8, and by gum, it's gonna have a bitchin' FOUR ON THE FLOOR!!! So there you have it. Auto conversions work great on planes, but you gotta have the four on the floor, by gum.... |
#29
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Look at Van's Blather here.
Kyle Boatright wrote:
"Jim Carriere" wrote in message .. . Jerry Springer wrote: Jim Carriere wrote: That sounds a bit like the story of the RV-6. I thought it was originally intended for the O-320, and as more and more builders were apparently successful with O-360 installations, Van designed the RV-7 with that (among other changes) in mind. I built, own and still fly after 18 years the second customer built RV-6 and it has always been designed for an O-320 Or a O-360. Hmmm, OK, was the -6 designed for the O-360 (to improve on the -4)? Or am I misinformed? The RV-4 and RV-6 were designed for the 150-180 hp O (and IO) 320's and 360's.. Of course, clever builders started installing the angle valve IO-360, which is a 200 hp engine and is significantly heavier than the intended engines. So Van's introduced the RV-7 and RV-8 which are intended to use any of the 150-200 hp engines. Accordingly, clever builders are installing IO-390's and IO-400's, boosting compression, etc., so once again people are installing bigger, more powerful engines than Van intended. Aaah, got it. Thanks for clearing that up for me. I think that if Van offered a PT-6 option, someone would want to shoehorn in the 15,000 hp Kuznetsov turbine liberated from a Tu-95 Bear bomber. Heheheh, but why stop at 15,000? |
#30
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Look at Van's Blather here.
Steve Foley wrote: Are the comments in parentheses yours? It's kind of hard to tell who wrote what. In any case, I know of at one Lycoming engine designed for a boat. I think it was used in the 1930s. Lycoming, like Continental, built a wide range of general purpose liquid cooled engines which were used in the "assembled cars" as well as trucks, compressors, gensets, boats, etc. Continental did more of that and the flathead fours and sixes in Kaisers and Henry Js were used in welders and whatnot up until four or five years ago, new. They also made a lot of truck diesels and multifuel variants thereof for the military. Lycoming flathead V8s were used in Cords and Lyc built the last of the mighty J and SJ Duesenberg engines as well. They had a proud history. But their management got senile and ossified and only type certification kept their dead carcass propped up aoll these last 40-50 years. |
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