REFLECTOR: engine choice

Richard J. Gentil richard at naples-air-center.com
Wed Mar 14 10:24:17 CDT 2007


Ben,

There are plenty of people out there flying with IO-360s but you are not 
going to get 200kts out of it. (Which is the reason I opted for the 
250hp version to get me hopefully close to if not just over 200kts in 
cruise.)

Now all Velos will get 200kts in a dive no problem. ;-)

Richard

Benedikt Harren wrote:
> Dear all,
>  
> thx for the helpful input. I am just trying to gather as much info as 
> I can. As for the rotarys fuel consumption seems to be quite high and 
> with aviation fuel prices of $9,82 / Gal. or 6,38 / Gal for auto fuel 
> I want to keep my fuel consumption to a minimum.
>  
> As for the rest of the factors that have to be considered when flying 
> n-reg experimentals in Germany:
>  
> - fuel costs --> low fuel consumption desired
> - very hard to get insurance; no hull insurance available through 
> european inssurance companies (certified engine might help)
> - short runways (2200'; which should be o.k. according to velocity 
> website)
> - good climb performance needed because of lots of bad weather
> - high altitude capability to fly above weather (15000'-20000')
>  
> A turbocharged TSIO 360 might be able to meet the above criteria?? 
> Target cruise speed should be 200kts with CS prop. + with Klaus 
> Saviers's plasma ignition performance should increase and fuel flow 
> decrease especially when flying higher (12000') and using hard leaning 
> methods? Hope to see 200kts with 11,5 Gal, T/O within 1800 @ gross 
> standard day sea level. 
>  
> Has anybody any numbers or opinions on that? Anybody flying a TSIO360 
> SE-RG?
>  
> thx for the input,
>  
> Ben Harren
> ( Std RG Elite N888GF / just getting started)
>  
> ------------------------------------------------------------------------
> *Von:* reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] 
> *Im Auftrag von *Al Gietzen
> *Gesendet:* Mittwoch, 14. März 2007 01:41
> *An:* 'Velocity Aircraft Owners and Builders list'
> *Betreff:* Re: REFLECTOR: engine choice
>
> Ben;
>
>  
>
> IMO; from the standpoint of both size and weight, I would not 
> recommend a V8 installation for a SE RG.  If you want to go 
> 'alternative engine', and want the HP of an IO540; but in a package 
> that is smaller than an IO360, and weighs significantly less than a 
> 540 -- then consider a 3-rotor rotary, Mazda 20B.  You can see my 
> installation, and the dyno results of the engine on my website 
> http://members.cox.net/alg3/airplane.htm.  I am very pleased with the 
> performance and operation of this engine.  I only have 23 hours in the 
> air, so the reliability of my installation is still an unknown, but 
> I'd say there is little question of the robustness of the basic engine.
>
>  
>
> The spar on the long wing (at the inboard end is something like  2" 
> wider than the short wing.
>
>  
>
> Speaking of low-cut keel, I wonder to what extent it reduces the 
> structural strength of the bottom of the plane.  As one who 
> experienced a gear-up landing a couple of months ago (yes; I'm trying 
> to forget, but there it is), the strength of the keel down the middle 
> really kept the damage to a minimum.  Had that failed and allowed the 
> bottom to 'cave in' at all, it would have been a much larger repair 
> job.  The other thing the saved it was the microglass hardpoints for 
> the cylinders and the seats which served a skid pads.
>
> But, then; you should never have to plan for a gear-up, or gear 
> collapse -- right?
>
>  
>
> Al (repaired and painted, waiting for a prop)
>
>  
>
>  
>
>  
>
> *Subject:* REFLECTOR: engine choice
>
>  
>
> Hi all,
>
>  
>
> I emailed with scott b. today regarding tools for my shop (just 
> getting started) and the dual yoke option (with low cut keel). I also 
> asked him about engine choices and told him that I was thinking about 
> going automotive (once I get to that point). I have looked at Bill 
> Mulrooney's V-8 installation which looks very promising (good T/O & 
> climb performance + low fuel consumption + lots of HP). I have a 
> Standard RG Elite model and was wondering if the smaller wing will be 
> able to take the load of the heavier engine installation (similar to 
> an IO-540)? After all, the only difference between the long and the 
> short wing seems to be the wing itself, since the main spar looks 
> identical !? I also noticed that load factors, published on the 
> velocity website for the XLs are smaller than the ones for the Stds, 
> letting me belief that the wings are of similar strength? I was just 
> wondering what the group's input was on this (V8 installation with 
> gross weight increase to 2800).
>
>  
>
> Anybody else flying or building a V8 velocity?
>
>  
>
> Kind regards,
>
>  
>
> Ben Harren
>
> ( Std RG Elite N888GF / just getting started)
>
> ------------------------------------------------------------------------
>
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