RV-6 engine replacement

[az_gila]

Originally Posted by Mark33

Gil, can you tell me ?approximately? how much further the 320 mount pushes the engine out as compared to the 360 mount? I?m thinking about using the 320 mount on my Catto prop equipped PV 360 -7 build to help with W&B.

I believe that is a -7 issue only....

[Low Pass]

Mount should be the same. Baffling will likely have to change. Recollection is that the 320 and 360 parallel valve are the same length. But the width is greater on the 360.

[PCHunt]

Originally Posted by newt

.......... the extremely annoying way that I get left behind on the outside of echelon turns with RV-7s An IO-360 is less than 7 kg heavier than an O-320. Hardly any weight for quite a bit of extra power margin.

- mark

The best upgrade for formation flying is a Constant Speed Prop. A friend just put a C/S Hartzell on his O-320, and he is amazed at the difference in formation flying.

So, even if you go with an IO-360, consider a C/S prop.

[Mark33]

Originally Posted by az_gila

I believe that is a -7 issue only....

Yes, I think you?re correct....and that?s what I?m building and that?s why I?m thinking about going with the 320 mount to hang my 360 on. If it pushes the engine forward an inch or two I believe it would really help with the W&B issue. Do you happen to know how much further forward it pushes the engine?

[Mark33]

Originally Posted by Low Pass

Mount should be the same. Baffling will likely have to change. Recollection is that the 320 and 360 parallel valve are the same length. But the width is greater on the 360.

Correct....due to the longer stroke.... the the crankshaft length is the same.

[newt]

Originally Posted by Sam Buchanan

Just as a datapoint.....I've been flying my RV-6 (O-320, carb) since 1999 and have had two minor carb ice incidents, both during mile-long taxi with a cold engine after the first start of the day. Even though we see very humid conditions in Alabama I have never experienced in-flight carb ice with the O-320.

The ATSB thinks this fatal accident was a carb ice issue:
https://www.atsb.gov.au/publications...r/ao-2014-149/

- mark

[Sam Buchanan]

Originally Posted by newt

The ATSB thinks this fatal accident was a carb ice issue:
https://www.atsb.gov.au/publications...r/ao-2014-149/

- mark

That was a tragic accident, I certainly won't try to second-guess the report.....but I stand by my personal datapoint based on my experience.

Enjoy your new engine!

[JonJay]

Originally Posted by DeeCee 57

Inlet icing is still very possible and probable in given conditions, so an alternate air is a must.

Vans own alternate air system doesn?t pull warm air. They just pull alternate air.
The only inlet ?icing? that might be mitigated would be flying in a snow storm, and then it?s the filter clogging, not the inlet icing.

Willing to learn here, but in all of the alternate air discussions here on VAF, this has never come up to my knowledge.

[JonJay]

Originally Posted by PCHunt

The best upgrade for formation flying is a Constant Speed Prop. A friend just put a C/S Hartzell on his O-320, and he is amazed at the difference in formation flying.

So, even if you go with an IO-360, consider a C/S prop.

Allows you to power manage sooo much better some say it?s cheating!
I flew with many O320 fixed pitch guys in formation and the only time the experienced guys had an issue was when one of us CS guys got behind and cheated or lead didn?t hold standard

Throw the chute out, or throttle forward and watch those hapless fixed pitch guys scramble! Unfair.....

[JonJay]

By the way, the Bucker?s 0320 made it over 2300 hours. I flew it for ten years after TBO. Per Sam?s point.