REFLECTOR:NOS

[Christopher Barber]

Yeah, the rotary....  I wanted to say it first, but decided to hold my
typing fingers....<g>.  The 20b can be turbo'ed (is that a word?) somewhat
easily and can give you 300 hp.  The new Renesis is about 250 hp before you
take off all the emission stuff.

I know, I know...it is an auto conversion, HERESY to some. (Esp. to
insurance companies).

But it is an option...that is gaining popularity somewhat well.

FWIW.

All the best,

Chris
the one from Houston

-----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On
Behalf Of Scott Derrick
Sent: Monday, April 21, 2003 11:41 AM
To: reflector@tvbf.org
Subject: Re: REFLECTOR:NOS


Well, it would be a tight fit to get a 540 in a Standard RG!

If I considered a engine change it would probably have to be a rotary..

Scott

Tom Martino wrote:
> I don't know where you live ... but I am in Colorado ... where we always
take off at a mile high or more.  The sad fact is ... 200 horsepower on a
Canard (because of increased ground roll)is underpowered for higher
elevations ... unless you are solo with not much fuel.
>
> A constant speed prop will definitely help.
>
> After hearing all of the complaints around here, I decided to go with an
IO-540.
>
> Hope things work out.
>
> -----Original Message-----
> From: Andy Millin [mailto:amillin@net-link.net]
> Sent: Monday, April 21, 2003 9:51 AM
> To: reflector@tvbf.org
> Subject: RE: REFLECTOR:NOS
>
>
> JATO  :)
>
> -----Original Message-----
> From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On
> Behalf Of Scott Derrick
> Sent: Monday, April 21, 2003 10:52 AM
> To: reflector@tvbf.org
> Subject: REFLECTOR:NOS
>
>
> Summer is approaching and once again I am considering ways to decrease
> the inordinately long takeoff runs at high density altitudes. Density
> altitudes are rising past 8,000 ft around here during the day and will
> approach or exceed 10,000 fairly regularly in July/August.
>
> Most of the problem is during takeoff though go arounds can be
interesting.
>
> My engine is a 200HP B2B IO360 Lycoming.
>
> My options as I see them in order of expected initial cost.
>
>
> 1.) N2O System.  This is at the top of my list.  Only to be used for
> high altitude takeoffs. Controlled to maintain less than 100% of rated
> horse power, kinduv a NOS Normalized System. The only moving parts being
> two solenoids to control N2O and gasoline flow.  The lowest cost of all
> the solutions, though there is a continuing cost of N2O replenishment.
>
> 2.) TurboCharger. The good news about this modification is it is usable
> in all flight modes. The bad news is its a major modification with many
> additions of high wear parts.  I would only be really interested in a
> Turbo Normalized installation, is there one for a 360 Lyc?
>
> 3.) Constant Speed or Inflight Adjustable Pitch Prop. This was at the
> top of my list but cost is outrageous for a CS prop on a 4 banger Lyc
> pusher. I think MT is the only option and that means about $8000.  Good
> news is its a proven prop, and no ongoing costs like N2O.
>
>
> 4.) Bigger engine.  This is last and not really being considered.
>
>
> Any comments? Been there done that?
>
> Scott
>
>
>
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