Today's Message Index:
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1. 06:27 AM - Re: Engine decision time ... (James H Nelson)
2. 02:32 PM - Re: Engine decision time ... (Peter Laurence)
3. 04:40 PM - Re: Engine decision time ... (James H Nelson)
4. 05:24 PM - Re: Engine decision time ... (Ralph Cloud)
Message 1
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Subject: | Re: Engine decision time ... |
--> RV9-List message posted by: James H Nelson <rv9jim@juno.com>
Paul,
I have chosen the IO 360 for my "9". The reason is I have the
option of using low compression pistons and using any type of gas as the
fuel situation becomes fluid.(?) The low comp. pistons give me 167 hp.
And I am using a fixed pitch prop (buying the engine with a solid crank
so I won't add a controable pitch later). This will not let me get over
160 hp on take off because of the high pitch required for the RV's. I
flight, at low altitudes, I will control my power to less than 75% to not
exceed the airframe requirements. However at altitude, where the hp
starts to run down, I will have the extra hp to keep it at the 160 hp
level. I am going to be using my "9" as a cross country bird as I live
in Florida and have relatives in the Ill. area and Louisiana area. I am
also retiring in three years and I want to travel back out west. The
extra hp will be available for the high country.
At this point, Mattituck is building my IO 360 in the standard
180 HP configuration with 2 "P" mags. This leaves me the option of low
compression pistons if the situation on gas in this country changes. I
want to keep flying even if I have to use car gas to do it.
Does this confuse you ? Took me a while to get here but I am
comfortable with the fact that I will have to watch my power. I have the
GRT EFIS system and monitoring power will be as simple as looking at the
engine power percentage readout.
Power at altitude was the determining issue. Now if I can get my
wife to consider Oxygen, I can go even higher and still get good speed.
Plus most of the flying will be against the wind as we leave Florida.
With the prevailing NW winds in this country, I will not watch the cars
match my speed on the ground. (done that and don't like it).
I'm at the wiring phase of my "9" with the canopy next.
Jim Nelson
Message 2
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Subject: | Re: Engine decision time ... |
--> RV9-List message posted by: "Peter Laurence" <plaurence@the-beach.net>
Jim
Where in Florida are you?
Peter
RV9A wings
On 6 Aug 2005 at 9:25, James H Nelson wrote:
> --> RV9-List message posted by: James H Nelson <rv9jim@juno.com>
>
> Paul,
> I have chosen the IO 360 for my "9". The reason is I have
> the
> option of using low compression pistons and using any type of gas as
> the fuel situation becomes fluid.(?) The low comp. pistons give me
> 167 hp. And I am using a fixed pitch prop (buying the engine with a
> solid crank so I won't add a controable pitch later). This will not
> let me get over 160 hp on take off because of the high pitch required
> for the RV's. I flight, at low altitudes, I will control my power to
> less than 75% to not exceed the airframe requirements. However at
> altitude, where the hp starts to run down, I will have the extra hp to
> keep it at the 160 hp level. I am going to be using my "9" as a cross
> country bird as I live in Florida and have relatives in the Ill. area
> and Louisiana area. I am also retiring in three years and I want to
> travel back out west. The extra hp will be available for the high
> country.
> At this point, Mattituck is building my IO 360 in the standard
> 180 HP configuration with 2 "P" mags. This leaves me the option of
> low compression pistons if the situation on gas in this country
> changes. I want to keep flying even if I have to use car gas to do it.
> Does this confuse you ? Took me a while to get here but I am
> comfortable with the fact that I will have to watch my power. I have
> the GRT EFIS system and monitoring power will be as simple as looking
> at the engine power percentage readout.
> Power at altitude was the determining issue. Now if I can get
> my
> wife to consider Oxygen, I can go even higher and still get good
> speed. Plus most of the flying will be against the wind as we leave
> Florida. With the prevailing NW winds in this country, I will not
> watch the cars match my speed on the ground. (done that and don't like
> it).
> I'm at the wiring phase of my "9" with the canopy next.
>
> Jim Nelson
>
>
> _do not archive
Message 3
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Subject: | Re: Engine decision time ... |
--> RV9-List message posted by: James H Nelson <rv9jim@juno.com>
Hi Pete,
I'm in St.Petersburg. Actually Seminole which is a bit north
and west. We are south of Largo about 1/2 mile east of the coast.
Jim
Message 4
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Subject: | Engine decision time ... |
--> RV9-List message posted by: "Ralph Cloud" <rv9ralph@flash.net>
I'll throw my $.02 in. On the Superior Air Parts XP 360 website they
have a position paper on why you can use "their" derated XP-360 in a
Vans RV-9. Why? They want you to buy their engine. Just remember -
higher HP = higher GPH!!
Personally, I will use a IO-320 clone. Also, in a RVator from several
issues back, Vans addressed the effect on Vne of carrying too much HP to
higher altitudes.
The fuse, verticle stabilizer and rudder are identical between the 7 & 9
series. The cracks were from the rivets on the stiffners on the rudder.
I have seen these same cracks on a RV-4 rudder, however on the 4 the
cracks were on the hinge end of the stiffners. My personal, uneducated
theory on the origin of the cracks is from work hardening the metal from
over "smacking" the dimpler on the skins and over driving the rivets on
the stiffners.
Ralph
RV9A wings, fuse in box
Livermore, CA
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