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  #1  
Old 10-26-2010, 08:11 AM
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WingedFrog WingedFrog is offline
 
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Default EAA Experimenter goes deep into E-LSA vs E-AB

Very instructive, special focus on RV-12:
http://www.eaa.org/experimenter/arti...10_darside.asp
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  #2  
Old 10-26-2010, 10:25 AM
David-aviator David-aviator is offline
 
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Default RV-12 - EAB 51% FAA Approved

I learned today from Van's that the RV-12 has been FAA EAB 51% approved as of a couple weeks ago. It should be on the list soon.

Interesting development and prompts a question or two for current 12 builders.

If one were to go the EAB route, how much of challenge would it be to go with a Lycoming 0235? I wonder if it would fit under the Rotax cowl? Obviously, the mount would be different as would the fuel and electric systems.

I pose these questions being a confirmed sceptic about the complexity of liquid cooling, PSRU's and dual carburetors. That is not to say the Rotax is unacceptable, its just a perception I have that with this matter, KISS suits me best.

As of this moment after surveying many LSA offerings, the 12 is the only airplane that really appeals to me. And that goes back to Van's engineering and quality kits. There is nothing on the market better or as well tested.

And it also seems reasonable to believe the RV-12 would be a success with a light weight Lycoming 0235 as it is with the Rotax 912.

Anyway, different strokes for different folks. I am deliberately stirring this pot a bit as I think about LSA most every day.
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  #3  
Old 10-26-2010, 10:40 AM
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DonFromTX DonFromTX is offline
 
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Default

What bothers me about your idea is that the 0235 seems to weigh about 110 lbs more than the Rotax. So, are you going to leave 110 lbs of fuel behind, or 110 lbs of passenger? The LSA has to constantly fight the 1320 lb gross and that cannot be changed.
To me the RV12 is about the only LSA that gives a decently strong plane and still gives a decent payload. Why mess that up?
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  #4  
Old 10-26-2010, 10:56 AM
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rvbuilder2002 rvbuilder2002 is offline
 
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Default

Quote:
Originally Posted by David-aviator View Post

If one were to go the EAB route, how much of challenge would it be to go with a Lycoming 0235? I wonder if it would fit under the Rotax cowl? Obviously, the mount would be different as would the fuel and electric systems.
It was already done by at least one RV-12 builder who did do enough advanced planning and found it severely nose heavy when readying for first flight. I believe he ended up removing it and purchasing a Rotax power plant kit from Van's (and redoing all of the engine installation work a second time).

I do not know whether it was a light weight version of the O-235. Even if it was, my understanding is the installed weight would still be on the order of 75 lbs heavier than the Rotax installation. That is a 10% (or more depending on optional equipment) increase in empty weight...that should not be taken lightly, even if you can find a way to get the empty C.G. positioned properly.
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  #5  
Old 10-26-2010, 01:52 PM
gpiney gpiney is offline
 
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Default The Panel of YOUR Choice

For a couple of guys I know that have been 'sitting on the fence', their biggest complaint was that you had to buy 'Vans Panel', no options. EAB would also remove speed restrictions if flown by a PPL. Personally, I wouldn't fool around with the Gross Weight limit.
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  #6  
Old 10-26-2010, 02:35 PM
David-aviator David-aviator is offline
 
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Default

Quote:
Originally Posted by rvbuilder2002 View Post
It was already done by at least one RV-12 builder who did do enough advanced planning and found it severely nose heavy when readying for first flight. I believe he ended up removing it and purchasing a Rotax power plant kit from Van's (and redoing all of the engine installation work a second time).

I do not know whether it was a light weight version of the O-235. Even if it was, my understanding is the installed weight would still be on the order of 75 lbs heavier than the Rotax installation. That is a 10% (or more depending on optional equipment) increase in empty weight...that should not be taken lightly, even if you can find a way to get the empty C.G. positioned properly.
Scott,

There is quite a weight difference from Rotax to Lycoming, I did not realize how much it is.

The 0233 dry weight is 213 lbs, the 912 with options is 159.2 lbs. Anyway it is cut, the Lycoming will come in 100 pounds heavier and all of it up front. That is not good.
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  #7  
Old 10-26-2010, 03:19 PM
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Chino Tom Chino Tom is offline
 
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Default O-200

What does the O-200 weigh?
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  #8  
Old 10-26-2010, 03:23 PM
scsmith scsmith is offline
 
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Default weight including radiator, coolant, etc

What happens to the weight comparison when you include the radiator and coolant? Does it still have an oil cooler, or does that only stack on the o-235 side?

When you do the weight comparison, be sure to include the systems weights. Sounds like Scott's datapoint adresses that though....

I wish the rotax was EFI.
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  #9  
Old 10-26-2010, 03:59 PM
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DonFromTX DonFromTX is offline
 
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I added in all the radiator etc, and came up with 110 lbs heavier for the 0235. One could go tto the 0233 and save a little weight too. I did not consider the prop, which would be heavier for the 0235 as well.
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  #10  
Old 10-26-2010, 06:18 PM
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rvbuilder2002 rvbuilder2002 is offline
 
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Quote:
Originally Posted by DonFromTX View Post
I added in all the radiator etc, and came up with 110 lbs heavier for the 0235. One could go tto the 0233 and save a little weight too. I did not consider the prop, which would be heavier for the 0235 as well.
I believe Sensenich has a ground adjustable prop for the O-235 that is similar to the one used on the 912 Rotax but that would only cure that weight difference.

The weight of the bare bones 912 engine is only about 130 lbs (it is easily picked up by two people).
The all up installed weight is in the neighborhood of 158-160 lbs.
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