---------------------------------------------------------- RV9-List Digest Archive --- Total Messages Posted Mon 09/25/06: 8 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 08:21 AM - Re: IO360 (kerrjohna@comcast.net) 2. 01:03 PM - RV-List Tip up canopy release (D,C,Jones) 3. 01:06 PM - RV-List: Steps (D,C,Jones) 4. 01:07 PM - RV-List: Steps (D,C,Jones) 5. 01:18 PM - IO360 (Jef Vervoort) 6. 01:25 PM - Re: IO360 (fcs@jlc.net) 7. 03:19 PM - Re: RV-List: Steps (Norman Younie) 8. 03:40 PM - Re: RV-List: Steps (Streiker, Stephen D.) ________________________________ Message 1 _____________________________________ Time: 08:21:03 AM PST US From: kerrjohna@comcast.net Subject: RE: RV9-List: IO360 1190# is about 100# heavier than my similarly equipped RV9 with 0320 without autopilot, necessary redundant battery, redundant fuel capacity. Mine weighed in at 1063#. John Kerr -------------- Original message -------------- From: "fcs@jlc.net" > --> RV9-List message posted by: "fcs@jlc.net" > > > > The finished weight of your RV9A, > > 1190 lbs, including full IFR stack, BMA EFIS, in-flight entertainment, > extensive upholstery, cherry wood trim, excellent cabin heat, autopilot, > dual batteries, fully redundant fuel and electrical systems, and of course > an outstanding powerplant. > > > Typical Fuel Burns/RPM's/MP's > > All "real world" measurments are posted on performance page of > www.eggenfellneraircraft.com (both 4 and 6 cyl). > > Typical 4-cyl (non-supercharged) cruise is 165/170mph at approx 7.5gph > mogas. I've also posted miles per gallon and cost per mile and hour to > illustrate real world economy. > > Fastest 4-way GPS for my own bird is 186mph at 7500'. > > No it won't hit VNE, because we have yet to figure out how to defeat the > laws of physics (we're working on it). Dragging radiators through the air > will always come with a penalty, but all things considered, the tradeoff is > well worth it. Read through the web site and you'll see things in a > different, real world, light. > > > Not meant as a flame at all, but just for an apples to apples comparision. > > No offense taken. But the fact is, they are not the same animals, so aside > from raw numbers, the comparison is limited at best. There are far more > factors to compare than performance alone. Take a ride in one and you'll > see that very clearly. This is why our pilots love them. Total cost of > ownership cannot be beat. > > > if you were to bolt your prop directly to the crank of your EGG and run > it a > > prop RPM (vs. 3,4 or 5K RPM) then you'd see IPS number closer in line > with Lyco > > Not true at all. The Subaru has 7 main bearings on an 18" crankshaft and > has no significant counterweights because of its symmetrical design. It is > extraordinarily well balanced. Also fact, our redrive contributes more > vibration (not the other way around as you suggest). It has a floating > countershaft and four helical gears. These show up very clearly on a > spectrograph. But even with the engine running at twice the crankshaft RPM > as a conventional aircraft engine, we have achieved a very low level of > vibration, not to mention quiet. It's hard to hang a price tag on the > value of quiet... > > > conversely if we put a re-drive on a Lyco it would go way down to. > > No, the added gears, shafts, and bearings all contribute their own > vibration signature. > > > Again, not meant as a point of argument, just trying to make sure people > have all > > the information as to quash any myths! > > No problem. It is particularly pleasing to let people quash their own > misconceptions. > > > It just always seems that there are only two sides to this > argument....love 'em or > > hate 'em, and it really shouldn't be that way. > > That typically equates to "know about them" and "guess about them". > Nothing pleases me more than giving the unknowing a ride in my plane. That > always does the trick. With over 800 customers and as the second largest > supplier of engines for RV's, it's only a matter of time before more people > break away from the myths. We are lining up a Subaru fly-by for Oshkosh > 2007. We've got around 40 customers so far. Should be fun. > > And by the way, for the hot-rodders out there, one of our customers flew > his 4-cyl supercharged RV-7A at 215mph and 17,999' (prior to being > intercepted). Ask Dan C. about it. > > Great talking to you! > > Gary Newsted > > -------------------------------------------------------------------- > mail2web - Check your email from the web at > http://mail2web.com/ . > > > > > > >
1190# is about 100# heavier than my similarly equipped RV9 with 0320 without autopilot, necessary redundant battery, redundant fuel capacity.  Mine weighed in at 1063#.
 
John Kerr
 
-------------- Original message --------------
From: "fcs@jlc.net" <fcs@jlc.net>

> --> RV9-List message posted by: "fcs@jlc.net"
>
>
> > The finished weight of your RV9A,
>
> 1190 lbs, including full IFR stack, BMA EFIS, in-flight entertainment,
> extensive upholstery, cherry wood trim, excellent cabin heat, autopilot,
> dual batteries, fully redundant fuel and electrical systems, and of course
> an outstanding powerplant.
>
> > Typical Fuel Burns/RPM's/MP's
>
> All "real world" measurments are posted on performance page of
> www.eggenfellneraircraft.com (both 4 and 6 cyl).
>
> Typical 4-cyl (non-supercharged) cruise is 165/170mph at approx 7.5gph
> mogas. I've also posted miles per gallon and cost per mile and hour to
> illustrat e real world economy.
>
> Fastest 4-way GPS for my own bird is 186mph at 7500'.
>
> No it won't hit VNE, because we have yet to figure out how to defeat the
> laws of physics (we're working on it). Dragging radiators through the air
> will always come with a penalty, but all things considered, the tradeoff is
> well worth it. Read through the web site and you'll see things in a
> different, real world, light.
>
> > Not meant as a flame at all, but just for an apples to apples comparision.
>
> No offense taken. But the fact is, they are not the same animals, so aside
> from raw numbers, the comparison is limited at best. There are far more
> factors to compare than performance alone. Take a ride in one and you'll
> see that very clearly. This is why our pilots love them. Total cost of
> ownership cannot be beat.
>
> > if you were to bolt your prop direc tly to the crank of your EGG and run
> it a
> > prop RPM (vs. 3,4 or 5K RPM) then you'd see IPS number closer in line
> with Lyco
>
> Not true at all. The Subaru has 7 main bearings on an 18" crankshaft and
> has no significant counterweights because of its symmetrical design. It is
> extraordinarily well balanced. Also fact, our redrive contributes more
> vibration (not the other way around as you suggest). It has a floating
> countershaft and four helical gears. These show up very clearly on a
> spectrograph. But even with the engine running at twice the crankshaft RPM
> as a conventional aircraft engine, we have achieved a very low level of
> vibration, not to mention quiet. It's hard to hang a price tag on the
> value of quiet...
>
> > conversely if we put a re-drive on a Lyco it would go way down to.
>
> No, the added gears, shafts, and bearings all cont ribute their own
> vibration signature.
>
> > Again, not meant as a point of argument, just trying to make sure people
> have all
> > the information as to quash any myths!
>
> No problem. It is particularly pleasing to let people quash their own
> misconceptions.
>
> > It just always seems that there are only two sides to this
> argument....love 'em or
> > hate 'em, and it really shouldn't be that way.
>
> That typically equates to "know about them" and "guess about them".
> Nothing pleases me more than giving the unknowing a ride in my plane. That
> always does the trick. With over 800 customers and as the second largest
> supplier of engines for RV's, it's only a matter of time before more people
> break away from the myths. We are lining up a Subaru fly-by for Oshkosh
> 2007. We've got around 40 customers so far. Should be fun.
> ;
NEW MA
________________________________ Message 2 _____________________________________ Time: 01:03:25 PM PST US From: "D,C,Jones" Subject: RV9-List: RV-List Tip up canopy release I'm in the process of building /assembling the canopy release. The return spring for the release push rod seems to be too long and too heavy for the release to work without distorting the panel in the fully released position. Any suggestions? What have others done? Cliff Jones RV9A - fuse & canopy Chase, BC Canada ________________________________ Message 3 _____________________________________ Time: 01:06:48 PM PST US From: "D,C,Jones" Subject: RV9-List: RV-List: Steps I'm about to rivet the steps on, but don't particularily like the universal rivets. Any reason why I can't use flush rivets? Thanks. Cliff Jones RV9A - fuse/canopy Chase, BC Canada ________________________________ Message 4 _____________________________________ Time: 01:07:25 PM PST US From: "D,C,Jones" Subject: RV9-List: RV-List: Steps I'm about to rivet the steps on, but don't particularily like the universal rivets. Any reason why I can't use flush rivets? Thanks. Cliff Jones RV9A - fuse/canopy Chase, BC Canada ________________________________ Message 5 _____________________________________ Time: 01:18:59 PM PST US From: "Jef Vervoort" Subject: RV9-List: IO360 --> RV9-List message posted by: "Jef Vervoort" Last week I was offered a professionally overhauled (after 2000 hours) Lycoming IO-360-L2A including all the accessories and exhaust. This engine is rated at 160 hp by 2400 rpm, according the Lycoming booklet. Any thoughts, besides the important 8 lbs more weight? Jef Vervoort, Belgium, 9a ailerons & QB fuse waiting. -----Oorspronkelijk bericht----- Van: owner-rv9-list-server@matronics.com [mailto:owner-rv9-list-server@matronics.com] Namens gbrasch@earthlink.net Verzonden: vrijdag 22 september 2006 19:28 Aan: rv9-list@matronics.com Onderwerp: Re: RV9-List: IO360 --> RV9-List message posted by: gbrasch@earthlink.net Folks may want to consider the new ECI 340 "Stroker" engine for the -9. I am, considering the high DA enviornment I live in, in Southern Arizona. The engine seems like a lot of bang for the buck. As a side note, a Van's engineer had previously told me there would be no harm in using a Lycoming 360 in a -9, providing limits were not exceeded, as the 360 only weighs about 8 lbs more that a 320. Glenn Brasch, Tucson, -9a finish kit. -----Original Message----- >From: Gerry Filby >Sent: Sep 22, 2006 10:16 AM >To: rv9-list@matronics.com >Subject: Re: RV9-List: IO360 > >--> RV9-List message posted by: Gerry Filby > > >If you do go the O-320 route (or Lycoming 360), give some >serious thought to going injected ... Bart at Aerosport will >put together an IO-320 for you. There's lots of advantages to >injection over a carb .... check out Dan C's project >documentation at http://www.rvproject.com - his reasoning and >general installation is very well documented. > >And a "been there, done that" comment - anything you do that >diverts from the plans will cost you time - lottsa, lottsa >time. If I look at my experience I would say 5-10 times as much >time per custom item. > >g > >(N696WG - endless wrap up work - are we done yet ?) > >> I'm getting to the point on my RV-9A that I need to start >> seriously considering an engine... My A&P with Lots of >> experiance (50 yrs+!) tells me that if at all possible, I >> should consider a 6 banger and he recomends the IO360 >> Continental. Anybody out there done this? Thought about it? >> Pros, Cons, etc. will be welcome. >> >> >> >> >> ISA-USA Inc. >> Industrial Strength Answers For Telecommunications Infrastructure >> Ray D. Congdon >> 5515 N 4400 W >> Cedar City, UT 84720 USA >> www.isa-usa-inc.com > >-- >__g__ > >========================================================== >Gerry Filby gerf@gerf.com >---------------------------------------------------------- > > ________________________________ Message 6 _____________________________________ Time: 01:25:46 PM PST US From: "fcs@jlc.net" Subject: RE: RV9-List: IO360 --> RV9-List message posted by: "fcs@jlc.net" > 1190# is about 100# heavier than my similarly equipped RV9 with 0320 without autopilot, > necessary redundant battery, redundant fuel capacity. Mine weighed in at 1063#. Yep. I'm sure I could have put her (and me ;^) on a diet if I wanted to, but I like my creature comforts and gadgetry. Not everyone builds for the same reason. A lot of my own extra heft is from non-essential instrumentation (like a full primary six in addition to the EFIS plus AP plus DVD plus CD plus...) and lots of paint, wood, and upholstery. The amount I contribute to a liquid cooled engine is about 45lbs which seems to coincide with what other like-minded builders report. Still, I wouldn't change a thing (maybe less primer). -------------------------------------------------------------------- mail2web - Check your email from the web at http://mail2web.com/ . ________________________________ Message 7 _____________________________________ Time: 03:19:14 PM PST US From: Norman Younie Subject: Re: RV9-List: RV-List: Steps They aren't as strong! D,C,Jones wrote: > I'm about to rivet the steps on, but don't particularily like > the universal rivets. > > Any reason why I can't use flush rivets? > > Thanks. > Cliff Jones > RV9A - fuse/canopy > Chase, BC Canada > > > * > > > * > ------------------------------------------------------------------------ > > ________________________________ Message 8 _____________________________________ Time: 03:40:19 PM PST US Subject: RE: RV9-List: RV-List: Steps From: "Streiker, Stephen D." Plus... this is an area of turbulent flow and there likely is no real drag reduction bonus for the extra fabrication work. In fact... it is possible rivet heads in this area might even delay flow separation to some small degree. Stephen D. Streiker steve@streiker.com M: +1 323 252 0277 ________________________________ From: owner-rv9-list-server@matronics.com [mailto:owner-rv9-list-server@matronics.com] On Behalf Of Norman Younie Sent: Monday, September 25, 2006 3:18 PM Subject: Re: RV9-List: RV-List: Steps They aren't as strong! D,C,Jones wrote: I'm about to rivet the steps on, but don't particularily like the universal rivets. Any reason why I can't use flush rivets? Thanks. Cliff Jones RV9A - fuse/canopy Chase, BC Canada ________________________________