Kelly McMullen
Joined: 16 Apr 2008
Posts: 1188
Location: Sun Lakes AZ
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 Posted: Mon Dec 12, 2016 1:11 pm Post subject: RV10-List: |
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I agree with Jesse. I think you got in over your head on the engine without consulting a knowledgeable shop or A&P. Your redline will increase from 2575 to 2700. That does not call for a counterweight change. While the A4 and B4 engine counterweights may be a bit more effective than the A1 counterweights, I see no reason to change them. You really want some expertise in who changes the counterweights, they are a critical part of the engine and need to be installed correctly by someone that has done it before. Talk to a top engine shop, like Barrett Performance, Zeyhrhills, Mattituck, Poplar Grove, Lycon, to see whether it is worth it or not.
As to the flywheel and the magnet...I would seriously look to other brands of electronic ignition. There is Electro-Air, probably EMag, G3, etc that don't likely need any addition to the flywheel. Yes, you get better combustion, easier starting, maybe a little more power. The RV-10 really doesn't need more power than the 260 hp stock engine, unless you are operating out of a very short strip. More power reduces your margin to the design flutter speed, and increases fuel consumption. The plane is already a 170 kt cruiser if you choose to burn that much gas. The Lightspeed is a somewhat old design by now.
Actually, I question how much you gain from increasing the max rpm for all of 10 hp. 250 is fine for the RV-10. You can do fuel injection just fine, keeping the 2575 redline. During my phase I, with hot Aridzona temps, I limited my takeoffs to about 80% power to keep CHT under control. Remember Vans #2 prototype/demonstrator is used very frequently for transition training and only has 210 hp. Yes, it cost maybe 8-10 kts at top speed, but it flys fine.
-sent from the I-droid implanted in my forearm
On Mon, Dec 12, 2016 at 9:59 AM, Jesse Saint <jesse(at)saintaviation.com (jesse(at)saintaviation.com)> wrote:
| Quote: | In theory there should be no increase in RPM. That should all be controlled by the prop governor. What is your redline now?
It sounds like you have already disassembled a lot, which may not be necessary. Some planes are limited on rpm by the type of connecting rods, some by the counterweights and some simply by the airframe they were certified for.
I may have a used flywheel available that I could sell you. It may not be for that specific model, but if it fits, then it should work.
I would recommend a call to Allen Barrett at BPE Engines to ask if the counterweights need to be changed.
Jesse SaintSaint Aviation, Inc.
jesse(at)saintaviation.com (jesse(at)saintaviation.com)
C: [url=tel:(352)%20427-0285]352-427-0285[/url]
F: [url=tel:(815)%20377-3694]815-377-3694[/url]
Sent from my iPhone
On Dec 12, 2016, at 11:12 AM, tony Dubeansky <mrdubea(at)yahoo.com (mrdubea(at)yahoo.com)> wrote:
| Quote: | I have an 0540-A1D5 Lycoming and am changing it to a IO540. I am installing a light speed dual plasma III CD ignition kit and fuel injection system by airflow performance. I have a few problems I need some advice on. Since I am changing from an 0540 to an IO 540, it is my understanding that the engine max RPM will increase roughly 10%. in order for the engine to handle the increase the counter weight and rollers must be changed. If I split the case changing the counterweight would be no problem. I really don't want t split the case. I was told that you could access the counterweight by removing #5 cylinder. I did and can access them: I removed spring clips and rollers but I can't get the loose counterweight out of the engine block through #5 cylinder hole. Has anybody tried this before? If so, what am I doing wrong?
Problem #2 Since I'm putting on electronic ignition, I sent my flywheel off to light speed to get the magnet installed. I told that the flywheel was too old and would not work. Klaus could not supply the part # for a replacement flywheel. If anyone has the right # for the flywheel on a 0540-A1DS that would work I would appreciate it. TD
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Kelly McMullen
A&P/IA, EAA Tech Counselor
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