REFLECTOR: A question about engines

Fri Feb 4 21:30:40 CST 2005

Randy,

It looks like you're getting some good information and opinion on this thread.  I'll just tell you where I ended up after going through several years of consideration on this question.  I decided I wanted an airplane to fly, not a "hangar queen", so I wanted to go with a proven/supported installation.  

I looked at auto engines (and shared a hangar with John Kiss while he finished up his Std/RG with a Chevy V6), but decided that was going to be too much tinkering for the amount of flying (for me).  I have always believed that the Wankel rotary engine had a tremendous amount of potential as an aircraft engine, but the installation issues are still substantial (Go Al!).

I have also watched Deltahawk through years of development, and I think that engine also has a lot of potential.  I'm very impressed by the committment the Deltahawk team has shown in getting it close to being a commercial product.  However, it's not quite an available, proven installation.  Also, I'm building an XL, and it's too small for that fuselage.

I, too, looked longingly at the IO-550, but the budget wouldn't stand the impact.  There have been quite a few nagging "teething" issues with the Fadec version of that engine, so that limits my enthusiasm for the IOF-550.

I ended up having Lycon Aircraft engines (Visalia, CA) build me an IO-540 (narrow-deck, parallel valve, 260 HP).  Oddly, the -C4B5 and the -D4A5 are basically the same engine, with the same counterweights, just a different arrangement of accessories.  The -C series is rated 250 HP at 2575 rpm while the -D series is rated 260 HP at 2700 rpm.  I had them keep everything standard, except that I had them port and polish the heads and I went with the (expensive!) LASAR electronically-controlled magnetos.  My engine made over 290 HP at 2700 rpm on the test stand.  I will get the engine installed this year, and I think it will be fine.  The only thing I might do different is the six-cylinder version of the E-mag/P-mag that's supposed to become available soon; that looks to be a much better value than the LASAR mags.

I'm planning to follow in Dave Dent's footsteps with a Catto fixed-pitch prop - but that's another discussion!

Keith Hallsten, XLFG
Lincoln, CA

  ----- Original Message ----- 
  From: Randy Wharton 
  To: reflector at tvbf.org 
  Sent: Friday, February 04, 2005 4:23 AM
  Subject: REFLECTOR: A question about engines

  I bought my XL kit last summer after taking the company XL-5 for a spin and loving it. 271TC has a Continental 550 on it, and I've just kind of planned on putting the same on mine. But I'm really getting daunted by the $40-45000 price tag, especially when I hear guys talking about Chevy V8s, Subaru's etc, even though I know that water cooling adds a new level of complexity, not to mention weight to the plane.

  I know that if I throw the question out there about what people recommend, I'm going to get a ton of different answers, because everyone probably loves the powerplant they have, but I'm not committed to any particular one at this point. I'm quite sure that the Conti 550 is the premier powerplant, assuming that a Conti 550 is in the budget, but what I haven't found is a source (pamphlet or article, or something like that) that lays out the pros and cons . As with any engineering task, there are advantages and disadvantages that have to be weighed according to how the engineer wants to play the game, and much of it comes down to a personal choice.

  Is there a single source for information on the tradeoffs between Continentals, Lycomings, Chevy's, Subarus, Mazda's, etc? I'm guessing probably not. But in any case, I'd welcome a discussion on what the considerations are for various options. I know it's a nebulous question, so I'm ready for a massive download of information. Thanks!

  Randy Wharton

  N248RB XL-RG

  http://clik.to/velocity

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