RV-10TDI Update
 

Flight testing has been proceeding VERY SLOWLY- currently at 10.6 hours.

Why? similar reasons it took almost 9yrs to build. LIFE-work/ weather/moving to a new house and now I can blame the USPS.

This engine that I have is a preproduction engine that doesn't "conform" to any type certificate. It is a "C" model with a few changes- Type Certificate is on FAA Website if your interested. As such, CMI is watching it closely (wouldn't you?) via engine data analysis and oil samples. USPS misplaced two separate Blackstone oil samples from 8 to 16 days before delivering them and each report was needed prior to resuming flight testing- that was the entire month of FEB gone.

March was lost due to work (airline pilots having lots of time off is a MYTH-wanna see my schedule) and resealing BOTH fuel tanks. What?:eek: RV-10 builders--The fuel tank stiffeners forward of the spar shouldn't be used as a place to step- if you knew that already, good for you. I had the same three rivets on both tanks start leaking and if you saw my proseal work you too would wonder how that happened.

So, here is what I can tell you about it so far.

It is an air-cooled 304 cubic inch turbocharged diesel cycle engine (no-#2Diesel is not currently an approved fuel like the CD-135 in the Twinstar). 230HP from SL to about 10000 and then drops off to 170HP at 20K. Max TO fuel flow is about 12.5GPH. Working on a more accurate FF measurement system as current aviation version is unable to read it at idle(+/- 9GPH) and significantly off (1-2GPH) at cruise pwr. If you understand the old school Bosch system, you'll understand why. The only real world burn numbers I have right now are one hour at 154 KIAS at 4K below ATL Class B. That flight only took 8 gallons from the JetA truck to top off. I'd been limited to "gliding distance of a runway" for the first few hours so that flight was at max cruise to continue break-in and check CHT and oil temps. Both of which I am happy to report are in a comfortable range for current conditions.

Hot or Cold (engine or OAT), it starts very quickly. The only preflight check is to exercise the prop and wait for the oil to meet min. flight temp.-150F-which doesn't take very long in GA.

Looking forward to roaming my Phase 1 box.

Thanks for the update! !!!!

Did you mean 154 KIAS or 154 KTAS?
If it's really 154 KIAS at 4000' on 8 gal/hr that's amazing!

Bob,

Numbers from the G3X file were 154KIAS/163KTAS 8*C 78"MAP.

FF read 8.7 GPH but due to instability in the meter readings, I know that is not right. 90% power (max cruise) calculates out to be 10.9GPH. The fuel truck read 8 gallons when topping off after flight.

Scott, thank you for posting the update! Exciting news for sure. I'm staying tuned for pictures / updates in the future.

Good luck Scott and keep the reports coming!

May I suggest that the next time you take an oil sample, take two (or three), send one off and put the other sample on your shelf, just in case.

Any Photos of the installation?
 

A few views under the cowl, would be great if and when you have the time or inclination. Congratulations on all the time and work done.

Scott keep us updated as you can. It was a fun project to work on:eek:

Tom

Cool!
 

Thanks for the updates. It's interesting reading. Please keep them coming.

Take your time, do it right. With you, I think they made a good pick all around.

Group; Continental is sincerely concerned about a bad EAB installation giving them a black eye, when the diesel program is doing rather well on the certified side. Can't blame 'em at all. Let's let Scott do his thing at a deliberate pace, and we'll all get there eventually.