|
-
POSTING RULES

-
Donate yearly (please).
-
Advertise in here!
-
Today's Posts
|
Insert Pics
|

01-29-2008, 04:10 PM
|
 |
|
|
Join Date: Jun 2005
Location: Milwaukee, WI area
Posts: 2,967
|
|
Quote:
Originally Posted by jferraro16
I thought it did? I swore I heard a popping sound NE of STL one day...Must have been a Subie turbo going T.U. Glad to hear you're okay! 
Joe
|
   I recovered from that episode just fine... 
__________________
Chad Jensen
Astronics AES, Vertical Power
RV-7, 5 yr build, flew it 68 hours, sold it, miss it.
|

01-29-2008, 06:18 PM
|
 |
|
|
Join Date: Oct 2005
Location: Vancouver, WA USA
Posts: 908
|
|
Not trying to talk you into or out of anything, there all good, just an honest question. What is different about the 320 and 360 mount? I have an RV-4 and build the mounts for the -4 and the 360 and 320 use the same mount so how is it different on a -7. As I said, just asking.
Russ
|

01-29-2008, 06:25 PM
|
 |
|
|
Join Date: Mar 2005
Location: Dallas area
Posts: 10,768
|
|
Russ,
Because the O-320 is lighter Van has made 2 mounts for the -7. The O-320 mount is longer, as is the cowling.
__________________
Mel Asberry, DAR since the last century.
EAA Flight Advisor/Tech Counselor, Friend of the RV-1
Recipient of Tony Bingelis Award and Wright Brothers Master Pilot Award
USAF Vet, High School E-LSA Project Mentor.
RV-6 Flying since 1993 (sold)
<rvmel(at)icloud.com>
|

01-29-2008, 07:04 PM
|
 |
|
|
Join Date: Apr 2005
Location: Twin Cities
Posts: 438
|
|
Just to point out,
I have the O-320 mount and an O-320. It will absolutely fit the O-360. As I understand it, the new tapered fin cylinders on an O-360 make it a match in weight for an O-320, assuming that both are new engines. The new kit engines use the same case for both, and as a result the new 320's are heavier than some of the older 320's. The earlier 320's had different castings, which, while perfectly durable were lighter, some of them are listed as less than 250 lbs from lycoming.
I have an O-360 RV-7 right next to my 320, and I can tell you that it would be really easy to use an O-360 on the mount. If you are using a lightweight prop, it might make alot of sense to do it. You will need the correct cowl, either the 320 cowl from Van's which will fit but will require you to use vertical induction, or the Sam James cowl, which will require the long cowl, not the shorty, and will require a 4.125" dimension between the flywheel and back of the prop spinner. To accomplish this with a hartzell, you would need a 2"spacer. With a fixted pitch sensenich, their 4" spacer will work, as will any 4" spacer with a wood or Catto prop.
I personally like the extra room behind the engine, and with the James cowl, the extended hub prop, and the 320 mount, I think it gives my plane a nice long nosed look. JMHO
With the O-320 mount, you can eliminate the Firewall recess, (assuming jihostroj style governor). This would allow some movement of the heat flapper placement, and frankly if you put the flappers on iether side of the footwell, and eliminate the recess, the center tunnel would become an almost unlimited wire routing conduit.
Alot of options to think about now that you have the long mount. Remember that the 320 and 360 are exactly the same length. The 360 measures about 1/2" wider on each side at the front.
I often have thought that if I did it again, and I wanted to make progress while saving money...who doesn't...I would buy a 320 from wentworth with a good case, good sump, good accessory case, but no rods or pistons, enough of a junk crank to have a crank flange for mock up, and 4 junk cylinders. Could probably get it for $2,000. I would loosely assembly these parts, mount it, and mock up the whole FWF, cowl, etc. Then I would buy the stroker kit, which for $3400 gets you crank, rods, and pistons, and put the engine together. You could buy new dual lightspeed, and new experimental RSA injection and have a new injected engine together for $12-13 thousand.
I will do it that way next time around because each chunk is still a few thousand, and I can get the thing darn near done, before laying out the big dough for the panel and final engine parts. Also, the approach of mocking it up, then finishing the parts off the airplane would probably make it nicer.
Soory for the rambling, already dreaming of the next build....pure insanity.
|

01-29-2008, 07:54 PM
|
 |
|
|
Join Date: Jun 2005
Location: Milwaukee, WI area
Posts: 2,967
|
|
Quote:
Originally Posted by Jconard
Just to point out,
|
Just had to go and do this, didn't ya...
Quote:
Originally Posted by Jconard
I have the O-320 mount and an O-320. It will absolutely fit the O-360. As I understand it, the new tapered fin cylinders on an O-360 make it a match in weight for an O-320, assuming that both are new engines. The new kit engines use the same case for both, and as a result the new 320's are heavier than some of the older 320's. The earlier 320's had different castings, which, while perfectly durable were lighter, some of them are listed as less than 250 lbs from lycoming.
|
This is actually pretty interesting. I hadn't thought at all about the tapered fins making the O-360 lighter. Light is what I am after with the 320/340 idea...360 as light? May have to look at it again...
Quote:
Originally Posted by Jconard
I have an O-360 RV-7 right next to my 320, and I can tell you that it would be really easy to use an O-360 on the mount. If you are using a lightweight prop, it might make alot of sense to do it. You will need the correct cowl, either the 320 cowl from Van's which will fit but will require you to use vertical induction, or the Sam James cowl, which will require the long cowl, not the shorty, and will require a 4.125" dimension between the flywheel and back of the prop spinner. To accomplish this with a hartzell, you would need a 2"spacer. With a fixted pitch sensenich, their 4" spacer will work, as will any 4" spacer with a wood or Catto prop.
|
Makes sense...they are both Dynafocal I mounts. I will be using a Felix BiCambered prop that weighs all of 13lbs, and I planned all along to use the SJ cowl. Liz told me that I would need the long cowl even with the 320, so no change there. I have to use a spacer anyway for the 320...hmmm...
Quote:
Originally Posted by Jconard
I personally like the extra room behind the engine, and with the James cowl, the extended hub prop, and the 320 mount, I think it gives my plane a nice long nosed look. JMHO
|
I like that look too...that's one reason I wanted the SJ cowl.
Quote:
Originally Posted by Jconard
With the O-320 mount, you can eliminate the Firewall recess, (assuming jihostroj style governor). This would allow some movement of the heat flapper placement, and frankly if you put the flappers on iether side of the footwell, and eliminate the recess, the center tunnel would become an almost unlimited wire routing conduit.
|
Won't have a governor with the Felix prop...and I already have the flat plate to take the place of the recess (from back in the Subie days...  )
Quote:
Originally Posted by Jconard
Alot of options to think about now that you have the long mount. Remember that the 320 and 360 are exactly the same length. The 360 measures about 1/2" wider on each side at the front.
|
HHHHMMMM....
Quote:
Originally Posted by Jconard
Soory for the rambling, already dreaming of the next build....pure insanity.
|
I'm glad you rambled...throws that option in the basket again...

__________________
Chad Jensen
Astronics AES, Vertical Power
RV-7, 5 yr build, flew it 68 hours, sold it, miss it.
|

01-29-2008, 08:18 PM
|
|
|
|
Join Date: May 2005
Posts: 30
|
|
Other Options
Don't worry about getting an O-320 to put out 175 to 180 horsepower if the O-340 is no longer viable. You can put angle valve jugs on the O-320 with standard 160 HP pistons and make that kind of power. The cylinders were originally used on the GO-480 engine. I have that combination in my RV-6 with a Catto 3 blade and it runs great. Tops out at 200 mph with the old style wheel pants.
Ron Voss
N642R with 53 hours
|

01-30-2008, 06:44 AM
|
 |
|
|
Join Date: Aug 2005
Location: Mendon South Carolina
Posts: 1,391
|
|
Quote:
|
Finish kit on it's way via PARTAIN!
|
Ain't it great to see the light at the end of the tunnel.
__________________
Milt Concannon
|

01-30-2008, 08:14 AM
|
 |
|
|
Join Date: Jun 2005
Location: Milwaukee, WI area
Posts: 2,967
|
|
Quote:
Originally Posted by ron voss
Don't worry about getting an O-320 to put out 175 to 180 horsepower if the O-340 is no longer viable. You can put angle valve jugs on the O-320 with standard 160 HP pistons and make that kind of power. The cylinders were originally used on the GO-480 engine. I have that combination in my RV-6 with a Catto 3 blade and it runs great. Tops out at 200 mph with the old style wheel pants.
Ron Voss
N642R with 53 hours
|
Sounds like it works great...I would assume (I know) that using angle valve cylinders will up the weight???
Quote:
Originally Posted by N395V
Ain't it great to see the light at the end of the tunnel.
|
It sure is Milt! The light is somewhat dim...but it's nice to be at this point!
__________________
Chad Jensen
Astronics AES, Vertical Power
RV-7, 5 yr build, flew it 68 hours, sold it, miss it.
|

01-30-2008, 09:17 AM
|
 |
|
|
Join Date: Sep 2005
Posts: 57
|
|
bicambered prop?
Chad,
Have not heard of the Felix bicambered prop. Can you tell me more about it?
Do they make one for an RV-4/0-320? Do they sell retail? I went to their website and couldn't tell exactly what they are offering. Any info??
__________________
Dave Mader
Sheridan, Wyo
RV6, flying
|

01-30-2008, 09:38 AM
|
 |
|
|
Join Date: Jun 2005
Location: Milwaukee, WI area
Posts: 2,967
|
|
Sure Dave! The BiCambered Technology website is just an overview of that airfoil (which has a ton of info once you get in to it). I've been talking directly with Fred Felix about my prop. He will make a prop to suite your needs, and he's made lots of RV-4/320 props. Here's his email-
ffelix@chicagogsb.edu
Also, here's some info I copied and pasted from the word documents he sent me...couple RV-4/320's in there-
Quote:
Propellers Inc
10433 S. Leisure Drive
Hazelhurst, WI 54531 Phone & Fax: (715) 356-6856 or (800) 776-7357
USA e-mail: ffelix@chicagogsb.edu
LEARN MORE ABOUT BICAMBERED? AIRFOILS AT: www.bicambertechnology.com
MORE BITE ? LESS BARK
Felix Propellers Inc supplies BicamberedTM (quiet) propellers developed under license with Bicamber Technology LLC. This airfoil substantially reduces prop noise, increases thrust efficiency and is remarkably smooth. This new design enhances our reputation for the smoothest operating propellers customers have experienced.
Our mission is to provide propellers that exceed all others in; smoothness, quietness and efficient performance.
Excerpts from user reports:
Cygnet, 2,000 cc - 67 HP Volkswagen. There is much less noise at any power setting. Take-off roll is 1/3 shorter. Same top speed delivered at 50 RPM more. Climb is 800?/min., increased 300?/min. This is the smoothest running prop of the six I have had on my aircraft. Z.B. Sarnia, Ontario, Canada
Bucker Jungmann, Lycoming IO-360, 200 HP. More acceleration, better roll -out, improved rotation performance. Slightly quieter in cockpit, quieter from ground. Snaps better, increased vertical performance. T.M. White, GA
RV-6, Lycoming O-360, 180 HP. Better thrust at low RPM. Cruise prop ? hard time to get to 2,700 RPM. Lower cockpit noise; lower noise on ground ? when taxiing, etc. R.N. Prescott, AZ
CM-30 Longeze ? Lycoming O-360, 220 HP. Two blade Bicambered? Felix Propeller compared to competitor?s 3 blade - Better climb, 13 MPH more top end at 250 RPM?s less. Manifold pressure down at all RPM?s, fuel economy improved for 130 knots extra range, much quieter and very smooth running.
W. Clark, Daytona Beach, FL
RV-4, Lycoming O-320, 160 HP. Better performance than previous prop. Lower noise in cockpit, quieter from the ground. More static thrust. The ground run is shorter. R.B. Stroudsburg, PA
Here are typical comments from customers for standard airfoil Felix Propellers for several types of homebuilt aircraft.
RV-6, Lycoming O-360, 180 HP. I am impressed in your propeller it runs very smooth and I really like it. TAS, 201 @ 2.700 RPM, 8.500' MSL. Climb from brake release to 5,000 ft at 105 MPH - 3 min. 13 sec. M.J., Ostervala, Sweden
Cassutt, Continental, O-200, 100 HP. Following is a performance report on the 58 X 72 prop that you built for me. Static RPM 2,300. The prop is performing very well. It runs a little smoother than the 60 X 66 (other make prop) it replaced. The rate of climb is about 150 - 200 FPM better. Take offs also seem to be better although I don't have any exact number for that. Top speed and cruise speeds at the same MP are about the same. but RPM is 150 - 200 less, - what I wanted. ROC 1,400 FPM @ 1,000' to 3,000' density altitude. Max speed 207 MPH, 3,125 RPM 27" MP, 2,500 pressure altitude. R.G., Pella, Iowa
Flybaby, Continental, C-85. My cousin and I thank you very much for making a great prop that exceeds our expectations and performance requirements. Static - 2,100, top speed - 115 to 120 MPH @ 2,500 RPM. C.R. St. Paul, MN
Lancair 320, Lycoming O-320 modified, 168 HP. Static RPM 2,000, but can't hold long with brakes, 3 to 4 seconds and it starts moving. Never saw an airplane engine run so smoothly. G.M., Covington, VA
Thorp T-18, Lycoming O-320, 160 HP. Static 1,900 RPM @ 28" MP. IAS Cruise, 165 MPH, @ 2,200 RPM, @ 22" MP. IAS max, 190 MPH @ 2,500 RPM, 25" MP. Climb 1,400'/min @ 110 MPH, 1,500' MSL. Compared to previous prop, climb with Felix prop is slightly improved, cruise improved 7 - 9 MPH. Felix prop is much smoother. This is about the most vibration free aircraft I have flown in 9,000 hours of piston engine aircraft time. I have flown in rain several times and leading edge shows no sign of erosion. Appearance is like fine quality furniture. Looks great and flies great. I am building another aircraft and a Felix propeller will be my first choice. Fuel economy has improved from 8.5 - 9.0 GPH to 7.5 GPH T.O., Lakeland, MN
Wittman Tailwind, Lycoming O-235C, 108 HP. Static 2,250 RPM @ 28"MP. IAS cruise 155 MPH, 2,500 RPM. IAS max, 3,000' MSL, 168 MPH, 2,700 RPM, 26"MP. Climb 1,000'/min @ 100 MPH, 3,000' MSL. RPM at 100 MPH on climbout was 2,300, picked up another 75 RPM when leaning. Speed runs done at 1,110# take off weight. Felix prop smoother running, max RPM's 100 higher. Prop was carved with an excellent finish. Very smooth propeller delivered as promised. I have 25 hours on prop now. D.A., Dayton, Ohio
Pietenpol Aircamper, Model A Ford, 45 HP. Cruise 71 MPH @1,800 RPM. Picked up 6 or 7 MPH. Climb out RPM 2,000, same as before, but climb is improved. Smooth running at all RPM's. D.R., Warrens, WI
LongeZe, Lycoming O-360, 180 HP. Static RPM 2,300 @ 25" MP. TAS cruise, 190-195 MPH, at 5,500' MSL, 2,600 RPM @ 20"MP. TAS max 205-210 MPH, at 5,500', 2,800 RPM @ 24.5"MP. Climb 1,800'/min., 90 MPH, 3,200' MSL. Felix prop gives better take-off, climb, engine and prop smooth at all RPM's. H.E.C., Pampa, TX
RV-4, Lycoming O-320, 150 HP. Static RPM 2,250. IAS cruise 150 MPH (GPS reading 175MPH). IAS max 155 MPH (GPS reading 182 MPH). Both at 6,000' MSL altitude, and at 2,500 and 2,700 RPM respectively. The Felix propeller is superior in overall performance and smoothness, compared with (other make prop) I was using before. The workmanship on the Felix prop was excellent, fit of the hub was good. Being a machinist, I do appreciate the precision workmanship of the Felix prop. My RV-4 is smoother than it was before, and the performance is better. B.G., Trona, CA
|
__________________
Chad Jensen
Astronics AES, Vertical Power
RV-7, 5 yr build, flew it 68 hours, sold it, miss it.
|
| Thread Tools |
Search this Thread |
|
|
|
| Display Modes |
Linear Mode
|
Posting Rules
|
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts
HTML code is Off
|
|
|
All times are GMT -6. The time now is 02:05 AM.
|