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  #11  
Old 12-04-2015, 09:28 AM
Guy Prevost's Avatar
Guy Prevost Guy Prevost is offline
 
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Quote:
Originally Posted by aturner View Post
Given that an aerodynamically clean RV-10 can fly within 10 kts of VNE in level flight with just a plain old boring Lycoming, and that climb performance is in many cases limited by cooling, I have a hard time seeing how this particular airframe benefits from more power. But I do see how talking about it would impress the old guys at the airport.
Extra power sure is nice when fully loaded and taking off at 9000' density altitude (home airport in summer), or leaving Telluride at 13k density altitude in the summer, which is also fairly common for me.
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  #12  
Old 12-06-2015, 08:19 AM
Kellym Kellym is offline
 
Join Date: Aug 2005
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Quote:
Originally Posted by Guy Prevost View Post
Extra power sure is nice when fully loaded and taking off at 9000' density altitude (home airport in summer), or leaving Telluride at 13k density altitude in the summer, which is also fairly common for me.
Given that many certified aircraft in the same weight class only have 200 hp at sea level and safely operate out of the same airports at same DA's, and the stock engine provides 200 hp at 9000 DA, how much extra do you really need?
You could stick a turbo prop on the front...oh wait, someone already did that.
You could put a turbo-charger on it.........but Van's actively discourages that.
Even my 200 hp Mooney can pretty much climb straight up I-40 to the east out of ABQ at gross wt, don't really see the need for the -10 to have more than stock 260. Have you flown in a -10 at a max climb rate?
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  #13  
Old 12-07-2015, 04:37 AM
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RV10inOz RV10inOz is offline
 
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Hmmmm interesting dyno data. All those ponies, at around 26 GPH. I wonder what the ICP's were like
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