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12-10-2010, 08:58 PM
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Join Date: Jan 2005
Location: Round Rock, TX
Posts: 3,778
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Heck... all I need to do is pick a different prop off the shelf for the purpose of the flying I'm doing and it make a **** of a difference. 
__________________
Reiley
Retired N622DR - Serial #V7A1467
VAF# 671
Repeat Offender / Race 007
Friend of the RV-1
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12-10-2010, 09:07 PM
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Join Date: Oct 2008
Location: Schaumburg, IL
Posts: 2,053
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Quote:
Originally Posted by Ironflight
Why do people always associate more HP with speed alone? With an efficiently-powered airplane, getting more speed with a little extra horsepower is almost always pretty hard to do - you're already on the steep part of the drag curve.
For me, HP is about climb - and you can get a lot for a little! Additional climb rate goes a long way toward making an airplane that is truly fun and free in three dimensions. If, of course, that is important to you....
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Paul, Paul, Paul, not all of us want to fly vertically!  What's the R.O.C. for the shuttle? How much fuel and $$ does it take to make that happen?
I am with you though, HP is about more than just horizontal speed. Excess thrust is never a bad thing. I am just not sure that the 20 extra ponies is the answer. If overall performance is the driving factor, wouldn't an IO-390 be the answer?
__________________
Tony Phillips
N524AP, RV 9 (tail wheel)
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12-10-2010, 09:12 PM
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Join Date: Sep 2007
Location: WA
Posts: 988
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it's all about the vertical...
Aerobatics in an RV is just plain right... at least for the smooth maneuvers based on rolls and loops. As I have expanded my knowledge and skills I find that being upside down, at least briefly, is so natural that I hardly even realize that I am doing it... gotta watch that though... When set up for solo fun the beast climbs out at an honest 3,000+ fpm up to legal altitude to begin tossing about
There are lots of options in choosing the engine and prop... in the end they are all have their points.
Love my engine, love my prop!
zoom zoom
__________________
Stephen
RV7 powered by a lycoming thunderbolt IO-390
turning a whirlwind HRT prop
with more hours flying than building... 2,430 on the hobbs!
ORCA Flight
Race 771
margarita!
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12-10-2010, 09:16 PM
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Join Date: Oct 2008
Location: Schaumburg, IL
Posts: 2,053
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Quote:
Originally Posted by schristo@mac.com
There are lots of options in choosing the engine and prop... in the end they are all have their points.
Love my engine, love my prop! zoom zoom
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Stephan,
You definitely have the magical  combination of an IO-390 and the Whirlwind prop! And my point exactly, if you can afford it, and overall performance is a primary consideration. Go big or go home! Hey, my o-320 will do 2000 FPM up to pattern altitude a solo weight!
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Tony Phillips
N524AP, RV 9 (tail wheel)
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12-11-2010, 10:57 AM
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Join Date: Dec 2006
Location: Arroyo Grande, CA
Posts: 938
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Quote:
Originally Posted by L.Adamson
A C/S also allows the pilot to pull back the RPM's in cruise flight, to lessen the noise. That's something I always do................and I wouldn't be too happy, without that capibility. The C/S is also excellent for braking ability, which opens up a lot more options coming downhill or in the pattern. Would "I" buy an RV6 without a C/S, or that extra 20 HP..................No!
L.Adamson --- RV6A 036/Hartzell CS
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True, L., and that's one of the trade-offs that should be considered when making a prop decision. Sometimes, a decision tree comes down to setting up a ledger with all of the pros and cons listed, and maybe a weighting function for each, and other times it's just a gut feeling and a "That prop is cool". I chose a three-blade for my plane because I like the sexy, to me, looks of the three blade, even though a boss-look four blade would give me better take-off and climb with the same cruise as a two- or three-blade. If we all made the same logical decisions, eveything would be the same! As the French are wont to say, "Vive la difference!"
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12-11-2010, 12:26 PM
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Join Date: Nov 2006
Location: Albuquerque
Posts: 297
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engine ADs
something else I just thought of:
I bought a used engine (o-320E2A). It came very well documented with logs, yellow tags/receipts for the overhaul and all the AD compliance info.
When the FSDO came to inspect my plane, I was surprised at the attention given to the engine documents. They were VERY interested in proof that all ADs were complied with.
Before the inspection, i did an AD search just to make sure all was well.
IIRC the o-360 engines seemed to have more ADs - can someone verify if this is true? I could be wrong you know
Anyway, my advice, if you buy a used engine, is to make sure its up to snuff on ADs.
Dave
-9A flying
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12-11-2010, 02:24 PM
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Join Date: Oct 2009
Location: Fort Myers
Posts: 370
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Got a neighbor with an IO360 Mustang II with a c/s prop. On long flights he can burn in the low 7s and still have a good cruise speed by simply throttling back. But he has huge VERSATILITY..You don't feel differences empty or loaded (he has extra tankage and has close to 60 gallons). When he wants to enter a race, (he has) and can be competitive in either time to climb, efficiency or speed. If you have a load of ice or are climbing over mountains, 20 more hp would be welcome.
I live on an airpark and have gotten to fly many configs of Vans aircraft. More HP is very desirable. Almost all fighters increase HP throughout series development, they never go backwards.
Last edited by Flybuddy2 : 12-11-2010 at 05:23 PM.
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12-12-2010, 12:33 PM
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Join Date: Jan 2005
Location: Sherwood, Oregon
Posts: 981
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Resale?
I'd like to make the point that resale value is important also, so I am very happy to have my -6a outfitted with IO-360/CS Hartzell which I believe will attract more prospective buyers. Seems that combo is the most popular, and most of us sell our RV's at some point in order to build another etc.
In the meantime, one has to just LUV the performance of that thang...
I have no problem sinking the bux into the engine/prop combo because I will probably get it back upon sale. Of course, one must be able to afford in first place...
In about 10 years, I figure running LOP will make up the cost diff...Not really...
YMMV
__________________
Jerry Cochran
Sherwood, Oregon
RV-7a 707DD Bot from David Domeier 12/01/11
Lycoming IO-360 Catto 3 blade Panel upgrade in progress
RV6a 18XP 1st flite 03/21/07 sold to Dale Walter 10/22/2011
Superior IO-360, Hartzell Blended, GRT/Dynon
Happily "autopaying" DR
"Suppose you were an idiot, and suppose you were a member of Congress; but I repeat myself."
Mark Twain
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12-12-2010, 06:54 PM
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Join Date: Jan 2005
Location: SC
Posts: 12,887
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These threads always crack me up. What we RV types forget is that the O-320 was designed to lift four people and we question if it is enough engine for a light and small RV that will only haul two people.
Go figure.
Look at the numbers Van?s posts and consider the weight penalty you pay for the larger engine and see if you can live that that extra 12 pounds. If you are buying new, the cost difference of the O-320 vs the O-360 isn?t really a factor. (About $500 for an ECi kit. Used prices are all over the place.)
__________________
Bill R.
RV-9 (Yes, it's a dragon tail)
O-360 w/ dual P-mags
Build the plane you want, not the plane others want you to build!
SC86 - Easley, SC
www.repucci.com/bill/baf.html
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12-12-2010, 07:00 PM
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Join Date: Jan 2005
Location: Round Rock, TX
Posts: 3,778
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For Whatever Reason...
We will build you a BRAND NEW ECI 320/360 O/IO to your specs. Email us for the DEAL! 
__________________
Reiley
Retired N622DR - Serial #V7A1467
VAF# 671
Repeat Offender / Race 007
Friend of the RV-1
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