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Rhonda(at)bpaengines.com
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 Posted: Wed Mar 15, 2006 6:36 am Post subject: Engine choice - I made my mine |
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It is based off the K series engine. Lycoming shows the K as weighing
438 and the P/H (d series) at 381 so there's a 57 pound difference. The
angle head version is rated at 300 hp with standard compression without
cold air.
Our cold air system can be used on either engine. You would save 12
lbs. with our cold air system on the angle head; no weight savings with
our cold air on the parallel head engine.
Michael hit the nail on the head, the A/H engine weighs too much and is
too wide for installation in the -10.
Rhonda
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Kellym
Joined: 10 Jan 2006
Posts: 1700
Location: Sun Lakes AZ
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| Posted: Wed Mar 15, 2006 6:39 am Post subject: Engine choice - I made my mine |
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I don't know where it would fit in weight, but there also is the
TIO-540-AF1B turbo-charged 270hp parallel valve engine used in the
Mooney TLS/Bravo. As I understand it, that is a pricey engine, but
would get you all kinds of speed up high.
Quoting "RV Builder (Michael Sausen)" <rvbuilder(at)sausen.net>:
[quote] Russ,
It is my understanding that the angle valve requires significant
cowl modification and is considered too heavy for the -10. Besides
cowl changes you will have to beef up the structure to handle it. In
difference to my friends out there that take exception to the idea
that the -10 is nose heavy, this will make it very nose heavy. It's
really not recommended but it is experimental after all. 
Michael Sausen
RV-10 #352 Working on Fuselage
Do Not Archive
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Kelly McMullen
A&P/IA, EAA Tech Counselor # 5286
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Rhonda(at)bpaengines.com
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| Posted: Wed Mar 15, 2006 6:49 am Post subject: Engine choice - I made my mine |
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Pricey is right. You can purchase one from a Lycoming distributor for a
mere $101,341. You could always put the turbos in the back of the
plane! <grin>
Rhonda
Do Not Archive
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Tim(at)MyRV10.com
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| Posted: Wed Mar 15, 2006 6:59 am Post subject: Engine choice - I made my mine |
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I forgot to mention this....
After flying my RV-10, with the large aux battery array under the rear
passenger knees, and the larger PC925 battery in the rear, I no longer
consider my RV-10 nose-heavy. My W&B's came out in such a way that
I really can't get it out of forward CG. I can get it out of aft
CG though, so the standard planning is needed for loading it up.
I was worried about the nose-heaviness in the past. It's just nice
to see it's a non-issue as my plane came out. Of course, mine
is no skinny minnie.
Tim Olson - RV-10 N104CD - Flying
do not archive
RV Builder (Michael Sausen) wrote:
[quote] Russ,
It is my understanding that the angle valve requires significant cowl
modification and is considered too heavy for the -10. Besides cowl
changes you will have to beef up the structure to handle it. In
difference to my friends out there that take exception to the idea that
the -10 is nose heavy, this will make it very nose heavy. It's really
not recommended but it is experimental after all.
Michael Sausen
RV-10 #352 Working on Fuselage
Do Not Archive
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johnwcox(at)pacificnw.com
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| Posted: Wed Mar 15, 2006 8:41 am Post subject: Engine choice - I made my mine |
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Side by side, each angle valve cylinder and top end are 7 lbs heavier than the parallel valve versions. That’s 42 lbs right there. The advantage is volumetric efficiency, improved cooling fins around the exhaust valve and improved valve guides. Just to name a few. The technology is newer. I am willing to bet there is a clear need to enhance the airframe to support the additional weight beyond IO-540D4A5. A totally separate cowl is needed, modification will not get you there. Lopresti thinks the small frontal area, significant drop on the top cowl and tight lower design were to preclude Hot Rodding the RV-10. From an Insurance Underwriting perspective you can see where this is going. It would be interesting to compare the horsepower to weight ratio of the Parallel to the Angle alternative. Might be time for the Depleted Uranium counterweights at the aft tie down hook 
There are clear advantages to a Barrett Cold Air on the D4A5. Don’t forget a Forsling tuned exhaust system as well.
John - KUAO
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of RV Builder (Michael Sausen)
Sent: Wednesday, March 15, 2006 6:17 AM
To: rv10-list(at)matronics.com
Subject: RE: RE: Engine choice - I made my mine
Russ,
It is my understanding that the angle valve requires significant cowl modification and is considered too heavy for the -10. Besides cowl changes you will have to beef up the structure to handle it. In difference to my friends out there that take exception to the idea that the -10 is nose heavy, this will make it very nose heavy. It's really not recommended but it is experimental after all.
Michael Sausen
RV-10 #352 Working on Fuselage
Do Not Archive
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jesse(at)itecusa.org
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| Posted: Wed Mar 15, 2006 4:56 pm Post subject: Engine choice - I made my mine |
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I will have to pipe in here. I know that 2,000 hrs is TBO, but that is not
when the engine needs to be overhauled. If it is flying commercially, then
it will have to be overhauled by then. However, since the -10 can't fly
commercially, we are not constrained by that. The engine we are running has
already gone over 3,500 hours before overhaul twice before we bought the
core and overhauled it with new Titan cylinders. I am hoping we can get
more than 2,000 out of it.
Do not archive.
Jesse Saint
I-TEC, Inc.
jesse(at)itecusa.org
www.itecusa.org
I'm in Ecuador right now and should be back in the country by the end of
May. You may call me at 352-505-1899 and leave a message that I can check
from down here. Any I-TEC questions can be directed to the I-TEC office at
352-465-4545.
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indigoonlatigo(at)msn.com
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| Posted: Wed Mar 15, 2006 7:12 pm Post subject: Engine choice - I made my mine |
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This is an interesting point. In flying past the indicated O.H. time, what
method do you use to monitor the engines health as in electronics in the
cabin while flying.
How often do you get the compression and other things tested(monthly) or
visually verified as okay, inorder to continue feeling confident that the
motor will get you to your indicated target.
it wouldn't be so bad if you were flying circles around the airport but what
about....?
Just asking.
John Gonzalez
DO not Archive
[quote]From: "Jesse Saint" <jesse(at)itecusa.org>
Reply-To: rv10-list(at)matronics.com
To: <rv10-list(at)matronics.com>
Subject: RE: Engine choice - I made my mine
Date: Wed, 15 Mar 2006 19:55:39 -0500
I will have to pipe in here. I know that 2,000 hrs is TBO, but that is not
when the engine needs to be overhauled. If it is flying commercially, then
it will have to be overhauled by then. However, since the -10 can't fly
commercially, we are not constrained by that. The engine we are running
has
already gone over 3,500 hours before overhaul twice before we bought the
core and overhauled it with new Titan cylinders. I am hoping we can get
more than 2,000 out of it.
Do not archive.
Jesse Saint
I-TEC, Inc.
jesse(at)itecusa.org
www.itecusa.org
I'm in Ecuador right now and should be back in the country by the end of
May. You may call me at 352-505-1899 and leave a message that I can check
from down here. Any I-TEC questions can be directed to the I-TEC office at
352-465-4545.
--
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