Today's Message Index:
----------------------
1. 07:16 AM - Re: RV9-List Digest: 4 Msgs - 08/06/05 (Mark Taylor)
2. 11:16 AM - Re: Re: RV9-List Digest: 4 Msgs - 08/06/05 (Ken)
Message 1
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| Subject: | RE: RV9-List Digest: 4 Msgs - 08/06/05 |
--> RV9-List message posted by: "Mark Taylor" <mtaylo17@msn.com>
It is true that it takes a certain amount of fuel to obtain a certain
horsepower. By limiting his power, he'll also be limiting his fuel right?!
Also, we're not talking about the difference between an RV and a Mig 15 that
burns 80 gals for a high speed pass down the runway here are we?!
Mark
www.4sierratango.com
>Time: 05:24:36 PM PST US
>From: "Ralph Cloud" <rv9ralph@flash.net>
>Subject: RE: RV9-List: 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
Message 2
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| Subject: | RE: RV9-List Digest: 4 Msgs - 08/06/05 |
--> RV9-List message posted by: "Ken" <4aero2plane@sbcglobal.net>
Mark
You are right, about 20,000 BTUs per pound of AV gas. If the volumetric
efficiency is the same, producing the same HP, the only extra fuel burn
would be from the increase in weight and friction difference of the larger
engine, maybe 1 percent. The really sad part is we only get about 30 - 40
percent efficiency. This is where the auto conversion people can point and
laugh at us using a Lycosaur. We lose about 40 - 45 percent out the exhaust
and 15 to 20 percent in cooling, and 5 - 10 percent to friction. So their
turbo charged water cooled engines are much better in that respect.
At least for me the stupid human variable that burns more fuel, I tend to
want to push the throttle a little more, go a little faster....hey it's only
75%. Maybe instead of looking at an O-320 or O-360 I should start looking
for that 118 hp engine vans gives specs on...
Ken
-----Original Message-----
From: owner-rv9-list-server@matronics.com
[mailto:owner-rv9-list-server@matronics.com] On Behalf Of Mark Taylor
Subject: RV9-List: RE: RV9-List Digest: 4 Msgs - 08/06/05
--> RV9-List message posted by: "Mark Taylor" <mtaylo17@msn.com>
It is true that it takes a certain amount of fuel to obtain a certain
horsepower. By limiting his power, he'll also be limiting his fuel right?!
Also, we're not talking about the difference between an RV and a Mig 15 that
burns 80 gals for a high speed pass down the runway here are we?!
Mark
www.4sierratango.com
>Time: 05:24:36 PM PST US
>From: "Ralph Cloud" <rv9ralph@flash.net>
>Subject: RE: RV9-List: 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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