REFLECTOR: TSIO520 into a STD RG
Tom Martino
tmartino at troubleshooter.com
Fri Jun 29 08:58:54 CDT 2007
In my 173 Elite RG with an IO540 and MT four-blade prop ... I keep 50
lbs in a nose ballast compartment (right in the tip of the nose). When
flying solo ... I need 100 lbs on the floor on the passenger side. You
can fly without the extra weight on the passenger side ... but it is a
bit tail heavy.
________________________________
From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] On
Behalf Of Scott Derrick
Sent: Friday, June 29, 2007 7:42 AM
To: Velocity Aircraft Owners and Builders list
Subject: Re: REFLECTOR: TSIO520 into a STD RG
Greg,
I have not re-calculated the CG. I've discussed this with a couple of
people at the factory and with their experience/knowledge of IO540
installs in a Std RG they thought I would need 20 to 40 lbs of
additional stuff in the nose to accommodate the increased in engine
weight. How close I could get the engine to the firewall was a major
factor in how much weight I would need to add. I've now installed two
batteries in the nose in anticipation of my eventual "all electric"
airplane which should reduce the amount of dead weight I will need. My
additional oil cooler/cabin heater is also installed forward of the
normal CG point though not by much. Once I get close to done I will be
weighing the plane to figure out exactly where the empty CG is and what
it will take to put it right.
I have a new Catto prop hanging on the wall. Another experiment. I
have talked to a builder in eastern US that has a TIO540 in a 2 seat
canard with a Catto prop and is quite pleased. The TSIO520 is approved
for full MAP, 37 inches down to 2,000 rpm so the engine should be able
to handle the static and take off RPM requirements of a fixed pitch
prop.
My budget, haha!!! Actually not too bad. I was still in the ball park
of my original estimate($15,000) until I bought the two Dynon's. I
sold my old IO360 with Vision engine monitor for 13,000 and sold my old
Catto for 1,250. I have 11,000($4,000 in a new crank) in the
completely rebuilt TSIO520, about 5,000 in the rest of the
installation. Total of $16,000 Both Dynon's, EfIS and D-10 engine
monitor ran about $5,000
So I'm out of pocket about $7,000 not counting having the plane down for
two years!
Scott
gpoole wrote:
Have you re-calculated your C of G Scott? If so, how did it turn out?
I'm real interested in seeing your performance (both speed, take off and
landing with this powerplant. What prop were you using again?
...and, if you don't mind me asking; just how is the budget looking?
Greg in Sydney.
gregpoole at saaachapter11.com <mailto:gregpoole at saaachapter11.com>
-----Original Message-----
From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] On
Behalf Of Scott Derrick
Sent: Friday, 29 June 2007 1:17 PM
To: Velocity Aircraft Owners and Builders list
Subject: Re: REFLECTOR: TMX-390 Install, Seats & Belts, and Intrument
Panel
Regarding engine mounting.
Putting a TSIO520 into the same space an IO360 was, well, like putting
5 pounds of stuff in a 4 pound can...
My two overriding concerns were CG and prop position(thrust vector).
I wanted the least effect on CG which meant putting the engine as close
to the firewall as possible, I wanted the prop to be in as close a
position as it was with the factory IO360 engine mount. This actually
worked out fairly nicely. The IO360 was placed a good distance from the
firewall and had an 8 inch prop extension. With the TSIO520 up to 1.25
inches at its closest and using a 3 inch prop extension, the prop will
be about 1/2 an inch further back at exactly the same height.
I figured since the plane behaved very nicely before I didn't want to
change that by moving my thrust vector too much, though it will be a bit
stronger.
I will be modifying both upper and lower cowls. Actually there is not
much of the original lower cowl left. I reduced the height of the
injector rails and a couple other misc shortenings to get the plenum as
low as possible. The upper cowl will require minor changes in addition
to moving the existing oil door and adding another door as the dip
stick is not co-located with the filler. Oh, I also modified the cowl
mating edge to the fuselage so I don't have any screws on that part of
the cowl. both upper and lower cowls edges fit into a slot.
Scott
Richard J. Gentil wrote:
Been making good progress lately (especially for working one day a week
on the Velo). The TMX-390 is hanging in it's final position. Getting the
Plenum to fit under the cowl meant lowering the engine to the point that
I will need to make a couple of cuts to the lower cowl to get it to fit.
I thought the lower cowl was better to cut then the upper cowl. I
figured I would keep the money side looking streamlined. It turned out
that the intake tubes as well at the Exhaust Stacks, that Velocity
sells, needed a lot of modifying in order to use with the 390. Scott and
Duane even got in on the modifying of the stacks. It took a couple of
weeks for it to be completed and shipped back to me. I plan on fitting
them tomorrow. (Fingers crossed it all goes well.) I was wondering what
solutions others have used to get their engines to fit their cowlings?
After several design attempts to get a four point harness to work with
an inertial reel, I have had to drop the idea. There was just no way to
get it mounted in the ceiling in a place that the rear passengers could
get in and out of the SERG without hitting their heads on the reels. I
do have 4" x 4" hard points which Scott made for me in order to put in
the ceiling with Uni in order to have a non inertial 4 point. (Then
there is always the option to quit trying to re-engineer the belts and
go with the 3 point system Velocity recommends.)
After lining and drilling the seat backs and seat pans, I ended up
having to take a clamp plus a heat gun in order to get the sides at a 90
degree angle. It was the only thing I could think of in order to keep
the hinges from binding. I had originally planned on using the original
seat rails that came with my kit but I opted for the new ball bearing
seat rails. I found the mounting points on the new rails to be very
different from my old rails. The original hard points, which had been
glassed in about 8 years ago would not work. Since I am 6'2" and my wife
is barely 5'1" I thought about using the original rear hard points for
my seat and add in a new hard points based on that location of the front
half of the new seat rail and using the original front hard points for
my wife's seat and adding in new hard points for the rear of her seat. I
could not find any way to get the travel needed in order for both front
seats to be install in the same location and have both of us be able to
reach the rudder pedals. I was wondering if anyone else has had this
issue and found another solution?
Finally I pulled the trigger and ordered the Blue Mountain Avionics for
my panel. I went with a Dual EFIS/ONE, EFIS/Lite Plus, and Power Board
(the new 70amp version). The EFIS/Lite Plus is my redundancy, should the
EFIS/ONE fail. I figure I would use the EFIS/Lite Plus to display the
engine monitor during normal flights when the EFIS/ONE is working. But
should the EFIS/ONE fail, the EFIS/Lite Plus can still control the
autopilot and give all the functions you can get from the EFIS/ONE. I
attached a rough layout of what I expect to use for the EFIS and Radios.
Still not figured out where to put all the Switch Annunciators, Breaker
Switches, Gear Switch, Engine Controls, etc.
Richard
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