REFLECTOR: DH engine vs. Velocity Beauty

[Steven Oakley]

Thanks Richard, looks like the IO-390-X will be a good 2nd choice for me.

Steve, my reason for being interested in the DH is that home elevation is
5000MSL, and having 100% power for take-off and upto 16K is a real bonus.
For my SEFG kit I ordered the large fuel caps as an option to allow for
flexibility. Do you happen to know if the production Deltahawk fitting will
use the NACA roof ducts or is it still going to use the bottom air scoop? Do
they have a firewall package available at the moment?

I am sure a lot of these questions will have been ironed out by the time I
come to make a firm engine choice, but I plan on keeping all options open
from the start.

Steve.
 

-----Original Message-----
From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] On
Behalf Of wooden at alltel.net
Sent: Monday, February 13, 2006 6:18 AM
To: Velocity Aircraft Owners and Builders list; Velocity Aircraft Owners and
Builders list
Subject: Re: Re: REFLECTOR: DH engine vs. Velocity Beauty

I have ordered the DH and just got off the phone with their office.  They
originally indicated that my inverted engine would be delivered in February,
but now they have put off the delivery date until May at the earliest.  I
believe it is the best engine for the Velocity, and I am willing to wait
until they get it right.

Steve Wooden
> 
> From: "Richard J. Gentil" <richard at naples-air-center.com>
> Date: 2006/02/13 Mon AM 07:07:15 CST
> To: Velocity Aircraft Owners and Builders list <reflector at tvbf.org>
> Subject: Re: REFLECTOR: DH engine vs. Velocity Beauty
> 
> Steve,
> 
> I was looking at the 200hp DH engine but I ended up opting for the 
> IO-390-X with the Klaus' LSE Dual Plasma III CDI with Hall Effect Module.
> 
> My two reasons where:
> 
>    1. Proven design with a long history.
>    2. A couple of hundred hours less construction time vs the DH.
> 
> Richard
> 
> Steven Oakley wrote:
> 
> >I am also interested in a DH engine, it does occur to me that the 
> >model of velocity they are using for testing has no NACA scoops on 
> >the top and was possibly an older velocity that had a different 
> >Engine airflow system. I am hoping that with the proposed "velocity 
> >produced firewall kit" that a way of using the NACA scoops on the top 
> >of the fuselage would be found that would give sufficient cooling, 
> >also that engine alternatives will be available to reduce the need for
cowl mods.
> >
> >Anyhow I hope they have thought about this, bat as an alternative I 
> >could go for the superior XP360 or the IO-390X or even something 
> >else, who knows what will hit the streets in the next 3 or so years.
> >
> >Steve.  
> >
> >-----Original Message-----
> >From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] 
> >On Behalf Of Keith Hallsten
> >Sent: Sunday, February 12, 2006 9:49 PM
> >To: 'Velocity Aircraft Owners and Builders list'
> >Subject: RE: REFLECTOR: DH engine vs. Velocity Beauty
> >
> >The DeltaHawk "A"-series or "inverted V" will fit in the standard 
> >cowl designed for an IO-360.  That will take care of the top cowl
modification.
> >However, it is not yet available.  In all likelihood, this will be an 
> >option by the time you need an engine.
> >
> >The consideration of the cooling scoops is a tougher problem.  It's 
> >in the very nature of compression-ignition engines that they run 
> >hotter and have more significant cooling requirements.  See, for 
> >example, the air intake for the C-182 STC installation of the SMA
SR305-230 turbo-diesel.  It's HUGE.
> >>From what I know, you will need a big scoop to keep a diesel happy.  
> >  
> >
> >>(The
> >>    
> >>
> >original SMA was liquidated last year after losing $millions$ trying 
> >to solve the technical and marketing problems of putting their 
> >turbo-diesel into planes.  The engine is coming back to market under 
> >SAFRAN Group, see www.smaengines.com.  So far, it looks like 
> >DeltaHawk is having better luck!)
> >
> >Keith Hallsten
> >
> >
> >
> >
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>