REFLECTOR:NOS

[jack davis]

I believe Alan worked out the installation of a 540 on the 173 not the
standard Velocity.

Jack
----- Original Message -----
From: "Tom Martino" <tmartino@troubleshooter.com>
To: <reflector@tvbf.org>
Sent: Monday, April 21, 2003 2:00 PM
Subject: RE: REFLECTOR:NOS


> Alan Shaw designed a special engine mount and cowling.  It really is the
same fit as with the XL ... except it sits closer to the firewall.
>
> -----Original Message-----
> From: Scott Derrick [mailto:scott@tnstaafl.net]
> Sent: Mon 4/21/2003 10:40 AM
> To: reflector@tvbf.org
> Cc:
> 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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