REFLECTOR:Engines

[Scott Baker]

Hello Scott,
The factory/Velocity Service Center has not done any turbo installations.
We have had a little experience with the Vortec belt-driven supercharger
that Phil Corso installed on an IO-540 (260hp).  Dennis Huntington is
running this installation.  We will soon be installing a Performance
Solutions supercharger on a Continental IO-550 for a customer who lives in
Arizona; and we will also be helping install TSIO-550 (normalized) 310 hp
engines on two aircraft that customers are building in the Service Center.
Scott B.

----- Original Message ----- 
From: "Scott Derrick" <scott@tnstaafl.net>
To: <reflector@tvbf.org>
Sent: Thursday, April 22, 2004 6:42 PM
Subject: Re: REFLECTOR:Engines


> I was mistaken about the re-buildable engine that is available to me.
>
> Its a TSIO520 not a TIO540.  I believe at max MP it produces 325 HP.  I
> would like to turbo normalize it or just run it at 30 inches MP all the
> time and allow it to live longer.  I hear that these TSIO520's that are
run
> at 75%(40 inches MP) have a 800 to 1000 hour top end life time.   I won't
> need all that HP.
>
> Know anybody that has done a pusher TSIO520?   Has the factory done any?
>
> Scott
>
> At 09:26 AM 4/22/2004, you wrote:
> >At 07:54 AM 4/22/04 -0400, you wrote:
> >All the same arguments we used when we went from the 360 to the 540 on
the
> >Berkut.  Let me throw in a couple more.
> >
> >1) 540's aren't significantly more expensive on the used market than
> >360's.  Cores can be less.  Rebuilds, of course, are more, but not that
> >much more.
> >
> >2) I *think* that the CG change will be the same solo or dual.  Add
weight
> >to the nose either in useful equipment or lead pushed forward to
> >counteract the 80-100 lb engine difference, after that the CG shift with
> >load will be just like a 360.  I think.
> >
> >3) It's an easy engine to hotrod.  We get 300 hp out of them with nothing
> >but porting and 9.5:1 pistons.  The 235 hp engines are exactly the same
as
> >the 260 hp, the rating is just done at a different RPM.
> >
> >4) Smooooooth.
> >
> >5) There's no replacement for cubic inches.
> >
> >6) like you said, fly on a cruise prop, climb performance is as good or
> >better than a 360 with a climb prop.
> >
> >7) NO LOSS OF FUEL EFFICIENCY.  The fuel specific stays the same.  If
> >you're in formation with an identical airframe but with a 360 engine,
> >you'll have almost the same fuel burn - yours will be just a touch higher
> >because you're hauling the extra 80 lbs.
> >
> >The CG is the key.
> >
> >>I am considering engine options for my 173 Elite RG.
> >>
> >>Option 1.  Does anyone know of a used Franklin 220 available.  My
current
> >>preference is a Franklin 220 with an IVO In-flight adjustable prop, but
> >>don't know if I can find a Franklin.
> >>
> >>Option 2.  Has anyone heard of installing an O-540 (250 Hp version) in a
> >>173 RG.  Here is my thinking (shoot holes in the theory as required)  I
> >>do not want to pay the high price of an MT (a real budget buster.)  The
> >>majority of my flying will be long cross countries so a fixed pitch prop
> >>optimized for cruise would be preferred.  With that prop I realize the
> >>trade off is longer takeoff distance and reduce climb performance.  So
in
> >>comes the O-540, the additional horsepower will compensate for the lower
> >>climb performance prop.  (Lower climb fuel economy is OK.)  Other
> >>disadvantages: modifying the cowling (its only time),  increased empty
> >>weight (81 pound, I can live with that), more front ballast required
when
> >>flying solo (can live with that too.)  Possible advantages: increased
> >>engine life (will be running slower than normal operating limits, lower
> >>CHT etc.), high density altitude or short strip - will have a little
> >>extra HP available.
> >>
> >>I welcome anyone's opinions or comments on #2.
> >>
> >>Thanks,
> >>Joe
> >
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>
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>
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