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  #71  
Old 12-13-2017, 07:57 AM
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rv6ejguy rv6ejguy is offline
 
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Quote:
Originally Posted by DanH View Post
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.
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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Turbo Subaru EJ22, SDS EFI, Marcotte M-300, IVO, Shorai- RV6A C-GVZX flying from CYBW since 2003- 441.0 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi2.htm



Last edited by rv6ejguy : 12-13-2017 at 08:07 AM.
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  #72  
Old 12-13-2017, 08:27 AM
Flandy10 Flandy10 is offline
 
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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.
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  #73  
Old 12-13-2017, 09:23 AM
vic syracuse vic syracuse is offline
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Quote:
Originally Posted by rv6ejguy View Post
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.
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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  #74  
Old 12-13-2017, 11:07 AM
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Weasel Weasel is offline
 
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Quote:
Originally Posted by vic syracuse View Post
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
Same here. 5 gal is a good round number on average.
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  #75  
Old 12-13-2017, 11:11 AM
tspear tspear is offline
 
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Scott,

Did you happen to note the rough fuel burn to TOC around 10K?

Tim
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  #76  
Old 12-13-2017, 04:20 PM
Flandy10 Flandy10 is offline
 
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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.
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  #77  
Old 12-19-2017, 07:46 PM
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rv6ejguy rv6ejguy is offline
 
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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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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, SDS EFI, Marcotte M-300, IVO, Shorai- RV6A C-GVZX flying from CYBW since 2003- 441.0 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi2.htm


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  #78  
Old 12-21-2017, 12:36 AM
jeffwhip jeffwhip is offline
 
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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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  #79  
Old 12-21-2017, 07:06 AM
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RV10inOz RV10inOz is offline
 
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Quote:
Originally Posted by Flandy10 View Post
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.
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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  #80  
Old 12-21-2017, 07:24 AM
BillL BillL is offline
 
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Quote:
Originally Posted by RV10inOz View Post
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?
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.
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