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05-22-2011, 05:29 AM
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Join Date: Jan 2005
Location: Louisville, Ga
Posts: 7,840
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Yep...RUN!
There's a lot of water under this bridge and friends of mine with Subies sitting on the hangar floor for 1/3rd the original price, now that they've installed Lycs......still no takers.
Best,
__________________
Pierre Smith
RV-10, 510 TT
RV6A (Sojourner) 180 HP, Catto 3 Bl (502Hrs), gone...and already missed
Air Tractor AT 502B PT 6-15 Sold
Air Tractor 402 PT-6-20 Sold
EAA Flight Advisor/CFI/Tech Counselor
Louisville, Ga
It's never skill or craftsmanship that completes airplanes, it's the will to do so,
Patrick Kenny, EAA 275132
Dues gladly paid!
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05-22-2011, 06:42 AM
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Join Date: Mar 2005
Posts: 64
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Weight ?
Four cylinder Subaru EJ25 engined RVs often come in with an empty weight approaching 1150 lbs (you do need a real muffler) and the H6 is heavier so this may be an issue - specially the weight on the front gear leg. If it is more than 300 lbs at empty it would be of concern.
There are still a few determined Subaru fans but as Pierre points out not enough to make anything saleable. If you really wanted to go this way you would have to be prepared to learn a lot about what has worked and what has not in the alternative engine world.
The Safety Organisation in Aus has just included a carb icing chart/briefing with their Flight Safety Magazine and it is quite enough to make you want to avoid anything with a carburettor, Lycoming or otherwise.
Good hunting.
Rupert
RV-9A, SOHC EJ25, NSI/WHIRLWIND PSRU/PROP
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05-22-2011, 06:56 AM
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Join Date: Apr 2005
Location: KSLC
Posts: 4,021
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Quote:
Originally Posted by clarkefarm
The Safety Organisation in Aus has just included a carb icing chart/briefing with their Flight Safety Magazine and it is quite enough to make you want to avoid anything with a carburettor, Lycoming or otherwise.
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Then tell the safety organization to re-think....
I live in this cold high altitude mountain area............and carbs have survived for many decades. They are simple, they work.
L.Adamson --- RV6A/ 180HP Lyc/ CS prop/ carb
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05-22-2011, 07:29 AM
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Join Date: Mar 2005
Posts: 64
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Carb Icing
You are right. Paradoxically carb icing is not much of a problem in very cold or dry air.
The worrying thing is that in the wrong conditions carb icing can happen at any power setting.
The CASA chart is a really neat little card guide to carburettor icing probability, requiring only temperature and dew point (or relative humidity) inputs. Maybe someone who is more computer literate than me can post it.
Regards.
Rupert
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05-22-2011, 07:37 AM
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Join Date: Oct 2008
Location: Schaumburg, IL
Posts: 2,053
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I'll take the risk (very slight) of carb ice, over the risk (very real) of a auto conversion going kaput in flight.
Back on topic, you'll love an RV9(A). Amazing airplane and a pure joy to fly. The best airplane I have ever flown!.
__________________
Tony Phillips
N524AP, RV 9 (tail wheel)
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05-22-2011, 07:44 AM
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Join Date: Aug 2010
Location: Gainesville, FL
Posts: 53
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Thanks all for contributions to the debate and the thought process. I've (perhaps wrongly) been less engaged in the thoughts of weight or whether to carburate or not. This particular airplane has one already with 175 hrs on it so my questions are more about what is a worry now. Do they not last? Limit the mission of the plane? Something anyone has learned about them being persnickity or unreliable?
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05-22-2011, 07:54 AM
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Join Date: Oct 2008
Location: Schaumburg, IL
Posts: 2,053
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You can search the forum and find lots of discussions about the pros and cons of auto engine conversions for aircraft.
For some it's a challenge they love to tackle, others, it's a challenge impossible to overcome. It seems to be dependent, in part, upon the type of person you are.
It's hard to beat the reliability of a Lycoming or their clones. You are looking for an airplane that is a good cross-country plane. The 9A, is the right choice, powered (IMO) by an (i)o-320.
__________________
Tony Phillips
N524AP, RV 9 (tail wheel)
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05-22-2011, 07:57 AM
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Join Date: Apr 2005
Location: KSLC
Posts: 4,021
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Quote:
Originally Posted by AHaury
Thanks all for contributions to the debate and the thought process. I've (perhaps wrongly) been less engaged in the thoughts of weight or whether to carburate or not. This particular airplane has one already with 175 hrs on it so my questions are more about what is a worry now. Do they not last? Limit the mission of the plane? Something anyone has learned about them being persnickity or unreliable?
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My RV was inspected at the same time as a friends with a Subie. He spent several years ironing out cooling issues. The six cylinder Subaru has less climb & speed performance than my 180 HP Lycoming. As noted they are heavier. The re-sell $ is terrible. Several owners on this very forum have switched to Lycs. You really need to know what's going on.............to deal with auto conversions. Some like them, but it's seldom a case of just "going flying".
BTW--- As to the carbs & the safety letter, I'm already reading quite a number of postings from pilots who disagree with the thoughts presented.
L.Adamson --- RV6A
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05-22-2011, 08:42 PM
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Join Date: Aug 2010
Location: Gainesville, FL
Posts: 53
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Thank you
My sincere appreciation to all of those who replied here and sent me private messages. It's been very kind of you all to take the time to offer wise advice and I'll be forever grateful.
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05-23-2011, 01:26 PM
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Join Date: Jan 2005
Location: Sherwood, Oregon
Posts: 981
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G's
Quote:
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I don't do aerobatics, so I chose the -9.
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Even if not doing acro, I like the feeling of security that tough little wing on a -6/6a provides. Bouncing around in turbulence up to 2.5 g's leaves one worry free knowing it can take more than twice that.
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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