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12-13-2017, 07:57 AM
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Join Date: Mar 2005
Location: Calgary, Canada
Posts: 5,766
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Quote:
Originally Posted by DanH
Depends on what you call "medium altitude".
Scott's current engine is a experimental mule with about 230 HP. The long term plan is replacement with a new CD-265 (aka a TDIO-304-A on the TCDS), probably with a prop upgrade.
Flown solo, the 540 should initially out-climb the diesel, based on lighter weight and equal thrust. However, any advantage will bleed away rapidly with altitude gain. The turbo diesel will make full rated power to around 10K, and 90% to about 13K.
So, an IO-540 time-to-climb advantage is unlikely if the plan includes going to an efficient cruise altitude, and the diesel will burn less fuel (about 14 GPH) for the duration of the climb.
Look for a feature in Kitplanes. And yes indeed, Scott is to be complimented for his very professional approach to a new installation.
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Agree, but the present engine is 230hp and many 540s being installed in RV10s are 280-290hp these days.
The RV10 climbs very well, from SL to 7500ft, pretty easy to do that climb in around 6 minutes at fairly high weights. That's 1/10th of an hour. Let's say average burn during that climb is 22GPH, that's only 2.2 gal burned in the climb.
I'll certainly look forward to the KP article to find out more. 
Last edited by rv6ejguy : 12-13-2017 at 08:07 AM.
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12-13-2017, 08:27 AM
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Join Date: Dec 2007
Location: Peachtree City, GA
Posts: 144
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Propeller
Mike,
It is a direct drive setup. The MTV-9-B-S/198-58B propeller was specifically designed for the CD-230's cousin, the SMA 305.
I have not seen any cracking in the blades. It only recently started throwing a little grease. Sent photos to MT in Germany and they said that was normal for this engine/prop combination. So, its on a watch list for now.
The only other propeller in existence at this time that can be used on this engine is the Kevlar one from Hartzell. I believe it is heavier and was definitely more expensive when I first looked for a prop.
__________________
Scott Flandermeyer
Rv-10 TDI 300 hrs
Fayettevile, GA
2020 VAF Donation complete
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12-13-2017, 09:23 AM
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Super Moderator
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Join Date: May 2005
Location: Locust Grove, GA
Posts: 2,627
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Quote:
Originally Posted by rv6ejguy
Agree, but the present engine is 230hp and many 540s being installed in RV10s are 280-290hp these days.
The RV10 climbs very well, from SL to 7500ft, pretty easy to do that climb in around 6 minutes at fairly high weights. That's 1/10th of an hour. Let's say average burn during that climb is 22GPH, that's only 2.2 gal burned in the climb.
I'll certainly look forward to the KP article to find out more. 
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I havw an RV-10 with a Thunderbolt engine in it, stock compression,and I always check fuel burned at TOC, mostly out of curiosity to see how the flight planning worked. I can usually count on 5 gallons burned from start up, taxi, and TOC to around 8K'-11K'.
Just offering a data point.
Vic
__________________
 Vic Syracuse
Built RV-4, RV-6, 2-RV-10's, RV-7A, RV-8, Prescott Pusher, Kitfox Model II, Kitfox Speedster, Kitfox 7 Super Sport, Just Superstol, DAR, A&P/IA, EAA Tech Counselor/Flight Advisor, CFII-ASMEL/ASES
Kitplanes "Unairworthy" monthly feature
EAA Sport Aviation "Checkpoints" column
EAA Homebuilt Council Chair/member EAA BOD
Author "Pre-Buy Guide for Amateur-Built Aircraft"
www.Baselegaviation.com
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12-13-2017, 11:07 AM
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Join Date: Dec 2012
Location: Brooksville, MS
Posts: 745
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Quote:
Originally Posted by vic syracuse
I havw an RV-10 with a Thunderbolt engine in it, stock compression,and I always check fuel burned at TOC, mostly out of curiosity to see how the flight planning worked. I can usually count on 5 gallons burned from start up, taxi, and TOC to around 8K'-11K'.
Just offering a data point.
Vic
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Same here. 5 gal is a good round number on average.
__________________
Weasel
RV-4 715hr Sold 
RV-10 "School Bus" -   +1600hr counting
Fisher Classic Cassler Power VW sold
RV-10 N7631T 820hr Sold
RV-8 700+hrs
Carbon Cub 200 hr Sold
One-Off Super Cub 100 hr
SERFI AWARDS
http://weaselrv10.blogspot.com/
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12-13-2017, 11:11 AM
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Join Date: Nov 2010
Location: Boston Area
Posts: 135
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Scott,
Did you happen to note the rough fuel burn to TOC around 10K?
Tim
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12-13-2017, 04:20 PM
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Join Date: Dec 2007
Location: Peachtree City, GA
Posts: 144
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Tim,
Sorry, I don't have that answer right now. I'll add that to the data I collect when I switch out the -230 for the -265.
__________________
Scott Flandermeyer
Rv-10 TDI 300 hrs
Fayettevile, GA
2020 VAF Donation complete
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12-19-2017, 07:46 PM
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Join Date: Mar 2005
Location: Calgary, Canada
Posts: 5,766
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Scott, I was having a conversation with another guy today about your diesel RV10. We were curious as to what MAP/RPM do you have to maintain on descent to keep the fires lit so to speak? Approx fuel flow at that power setting? Thanks.
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12-21-2017, 12:36 AM
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Join Date: Jan 2014
Location: Phoenix
Posts: 160
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Scott,
I appreciate your hard work along with your willingness to share the good and the bad with us. I hope you find a solution to this because I'd love to follow in your steps!
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Rudder - Complete
Horizontal Stabilizer - Complete
Vertical Stabilizer - Complete
Elevators - Complete
Cabin Cover - Complete (wheewww!)
FWF - Complete
EFII 32 - In Progress
Dues Paid Through 2020
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12-21-2017, 07:06 AM
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Join Date: May 2008
Location: Brisbane Qld. Aust.
Posts: 2,271
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Quote:
Originally Posted by Flandy10
Here you go Ross,
OAT 49F -- Baro 30.13-- 5000ft.
164KTAS-- 152KIAS -- MAP 75.5"-- 2190RPM -- 10.6GPH---200HP (calculated)
This is off a screen shot I have but haven't posted it due to image hosting issues.
I checked the data stream to verify the fuel flow was reasonable to make sure it was not the high or low. FF reading currently varies +/- .5gph due to injection pulses.
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Interesting. Most of us would see at 5000'around 177-180HP and 164TAS, and as you would expect about 45-46LPH or 12.0-12.15GPH.
Besides the CR benefits the cooling drag must be an issue?
__________________
______________________________
David Brown
DYNON Authorised Dealer and Installer
The two best investments you can make, by any financial test, an EMS and APS!
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12-21-2017, 07:24 AM
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Join Date: Sep 2007
Location: Central IL
Posts: 5,516
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Quote:
Originally Posted by RV10inOz
Interesting. Most of us would see at 5000'around 177-180HP and 164TAS, and as you would expect about 45-46LPH or 12.0-12.15GPH.
Besides the CR benefits the cooling drag must be an issue?
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Maybe not a drag thing, turbocharged (after cooled) diesels will increase combustion cycle temps with altitude and the turbo compressor pressure ratio increases too. The temps will tend to increase heat rejection to hot parts, and the pressure ratio yields higher pumping losses, both of which will reduce the BSFC and may throw off his HP estimates. Without a vacuum chamber ($$$$), it is very hard to simulate this on the ground, so a torque meter would be needed in the air to get a more accurate assessment of power.
So, even with fixed RPM & fuel flow, the turbo-aftercooled engines will loose a bit of power with altitude.
__________________
Bill
RV-7
Lord Kelvin:
“I often say that when you can measure what you are speaking about,
and express it in numbers, you know something about it; but when you
cannot measure it, when you cannot express it in numbers, your knowledge
is of a meager and unsatisfactory kind.”
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