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  #21  
Old 01-28-2012, 11:59 PM
rjtjrt rjtjrt is offline
 
Join Date: Mar 2006
Location: Australia
Posts: 775
Default

Rahul
Jackpot - link worked for me.
Persistence pays!
John
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  #22  
Old 01-29-2012, 07:39 AM
Alschief Alschief is offline
 
Join Date: Jan 2005
Location: Anderson MO
Posts: 434
Default New Link to Pictures

https://picasaweb.google.com/1116907...eat=directlink
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RV12, UL Power N495BA Flying
RV6 N495AB Sold
KEOS Neosho, MO
alsmith@olemac.net
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  #23  
Old 01-29-2012, 07:45 AM
Mich48041 Mich48041 is offline
 
Join Date: Apr 2008
Location: Riley TWP MI
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Good going AL, that link works.
Joe Gores
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  #24  
Old 01-29-2012, 07:50 AM
Mich48041 Mich48041 is offline
 
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Location: Riley TWP MI
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Al Smith's Pictures:


Last edited by Mich48041 : 01-29-2012 at 07:51 AM. Reason: Added "Al Smith's Pictures:"
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  #25  
Old 01-29-2012, 11:01 AM
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frankh frankh is offline
 
Join Date: Jul 2006
Location: Corvallis Oregon
Posts: 3,547
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I really wouldn't be putting my fuel pumps there..i.e on the hot side of the firewall sucking uphill.

This is is significantly increasing the chances of vapour lock, especially running mogas. Might be OK but why risk it?

Best to put them in the "hydralically correct location"..I.e at the low point of the system in as cold of a place as possible.

Short dissertation.. Fuel is a high vapour pressure liquid. When the suction pressure (suck of the fuel pump) exceeds the vapour pressure the fuel will boil. The pump cannot pump vapour, or at least not very well. Most suck is at max flow, i,e full throttle. Hot fuel has a higher vapou pressure than cold fuel.

In other words when you drop the hammer on a really hot day with your recently flown heat soaked engine, you might find the engine quits on take off.

Frank
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  #26  
Old 01-29-2012, 04:08 PM
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rvbuilder2002 rvbuilder2002 is offline
 
Join Date: Jul 2005
Location: Hubbard Oregon
Posts: 9,035
Default Sincere Question

Since the advertised weight of a complete engine installation is very similar to the installed weight of a Rotax 912, why do you have the engine mounted what looks to be about 12" further fwd, than the Rotax mounts?
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  #27  
Old 01-29-2012, 04:54 PM
BigJohn BigJohn is offline
 
Join Date: Nov 2008
Location: Gloversville, NY
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Default

Quote:
Originally Posted by rvbuilder2002 View Post
Since the advertised weight of a complete engine installation is very similar to the installed weight of a Rotax 912, why do you have the engine mounted what looks to be about 12" further fwd, than the Rotax mounts?

That's what I was wondering.

Actually looks more like a foot and a half....
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  #28  
Old 01-29-2012, 05:04 PM
Alschief Alschief is offline
 
Join Date: Jan 2005
Location: Anderson MO
Posts: 434
Default Engine Mount Questions

It would seem that he Rotax may be a little heavier than the UL or Jabiru engines.
The total empty weight was 695 lbs as weighted during thw intial W&B.
The empty CG is calculated at about 80 inches with all available items less any fuel. Full fuel and one pilot we caluculate a CG at about the 82" range
We may be able to shortening the mount approximately 5"to move the CG slightly more aft, this possibility this is being considered.
We have the materials on hand.


UL Power Table of Weights for reference:

Weight of basic standard engine and accessories
Dry weight of the basic standard engine from serial production:........................60,1 kg (132,5 lb)
The total operational weight depends on the accessories installed. Typical accessories provided by
ULPower have the following weight:
 Ignition Coils & leads:............................................ ................................3,0 kg (6,6 lb)
 ECU & wiring loom:............................................. ..................................1,6 kg (3,5 lb)
 Exhaust, bolts, springs & seals:............................................ .......................3,6 kg (8 lb)
 Electric fuel pump:............................................. ..................................0,7 kg (1,6 lb)
 Fuel filters (pre-filter & fine filter):.......................................... .................0.2 kg (0,4 lb)
 Oil/Air Separator & hoses:............................................ ...........................0,7 kg (1,5 lb)
 Rectifier Regulator:........................................ .......................................0,1 kg (0.2 lb)
 Rubber engine mounts:........................................... ................................0,3 kg (0,7 lb)
 Optional Oil Cooler:........................................... ......................................1 kg (2,2 lb)
 2,5 L engine lubricating oil:.............................................. .......................2,2 kg (4,9 lb)
Possible fully operational engine weight: UL260i; UL260iS; UL260iF......................72,5 kg (161 lb)
 Gravity valve, oil air separator and hoses:............................................ ........2,5 kg (5,5 lb)
Possible fully operational engine weight for the UL260iSA:.................................75 kg (165,3 lb)
__________________
AL & Brenda Smith
RV12, UL Power N495BA Flying
RV6 N495AB Sold
KEOS Neosho, MO
alsmith@olemac.net
alsmith@ulpower.com
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  #29  
Old 01-29-2012, 05:13 PM
Alschief Alschief is offline
 
Join Date: Jan 2005
Location: Anderson MO
Posts: 434
Default Fuel Pump Location

Quote:
Originally Posted by frankh View Post
I really wouldn't be putting my fuel pumps there..i.e on the hot side of the firewall sucking uphill.

This is is significantly increasing the chances of vapour lock, especially running mogas. Might be OK but why risk it?

Best to put them in the "hydralically correct location"..I.e at the low point of the system in as cold of a place as possible.

Short dissertation.. Fuel is a high vapour pressure liquid. When the suction pressure (suck of the fuel pump) exceeds the vapour pressure the fuel will boil. The pump cannot pump vapour, or at least not very well. Most suck is at max flow, i,e full throttle. Hot fuel has a higher vapou pressure than cold fuel.

In other words when you drop the hammer on a really hot day with your recently flown heat soaked engine, you might find the engine quits on take off.

Frank
THe items you mention are certainly of concern. In this configeration we are several inches away from the engine.
We plan on adding blast tubes to these items and the voltage regulatior.
We chose to minimize the expsoure to high pressue in the crew area.


Regards

AL
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AL & Brenda Smith
RV12, UL Power N495BA Flying
RV6 N495AB Sold
KEOS Neosho, MO
alsmith@olemac.net
alsmith@ulpower.com
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  #30  
Old 01-29-2012, 05:28 PM
rockwoodrv9 rockwoodrv9 is online now
 
Join Date: Dec 2011
Location: Meridian ID, Aspen CO, Okemos MI
Posts: 2,645
Default Al - thanks for your posts

Al, I have to thank you for taking the chance and expense on the new UL engine and reporting it to us. It looks like it is going to be very competitive with the Rotex and offer a different way to go for the 12. A little competition will help with price and innovation for all airplanes - especially for the RV 12 now. Im for anything that will or could make it better. It is an Experimental airplane!
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