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  #11  
Old 06-26-2012, 11:16 AM
Neal@F14's Avatar
Neal@F14 Neal@F14 is offline
 
Join Date: Aug 2007
Location: Wichita Falls, TX
Posts: 2,182
Default

As someone who recently bought an RV-6 with O-320 and fixed pitch wood prop, I'll throw in my 2 points for opting for the O-360.

Taking off with two aboard, full of fuel, on a hot Texas day with the density altitude up there... I sure wished I had an extra 20 horses!
(Anybody ever put a nitrous oxide injection system on an O-320 for takeoff boost? )

The O-320 and wood prop combo can make some aft CG issues on a -6, especially with the baggage compartment loaded up and as the fuel tanks get down towards empty on long x-c flights (e.g. going to Oshkosh). The -6A has the benefit of extra weight from the nose gear to help out here, but the extra weight up front of the 360 engine is even better in this regard. Nose gear plus 360 engine up front means you can carry more stuff in the baggage compartment without worrying about getting too tailheavy.
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Airplaneless once again...
  #12  
Old 06-26-2012, 06:05 PM
L'Avion's Avatar
L'Avion L'Avion is offline
 
Join Date: Apr 2007
Location: Memphis
Posts: 159
Default 15 years, 300 hrs., = 20 hours/yr.

drmax, mucho potential for the cam to have dried and re-dried during this period of little flying, and for excessive wear to have begun.

Suggestion: Offer the owner 8 qts. his favorite oil and a new oil filter in exchange for his "changed" oil filter, cut the filter, remove the paper element, and have your favorite A&P check for metal deposits. Very good chance that when checked in bright sunlight that many little "sparklers" will shine like little diamonds, most probably indicating that this engine is "making metal."

The $55K for the newer O-360 looks like the better investment, as always, "Your mileage may vary!"

Barney, in Memphis
Flying RV-3 & 4
Paid up for 2012
  #13  
Old 06-26-2012, 07:45 PM
drmax drmax is offline
 
Join Date: Apr 2006
Location: Martinsville, IN
Posts: 470
Default updateon 360

spoke with seller. logbook reads "complied with AD ad 04-10-14c1, eng run complete with no leaks noted". I'll assume this inpection was properly performed...i.e. bolt tossed, new installed with locking tabs. Propellar flange runout at .002, which is less than the specs. .005. This is then ok. A/P signoff in the logbook. Spoke with lycoming rep today. Tear down recommended...not mandatory. Enough said on this.
The issue with an A3A being able to support c/s prop...the answer lies with the crankcase. There is, or rather are some oil ports with this case that would either allow the c/s to work...or not. Without seeing inside, OR, without knowing the part number of the case, it is UNK. This is not a show stopper. Rep said that "most likely" will support a c/s prop.
Thx

Last edited by drmax : 06-26-2012 at 07:49 PM.
  #14  
Old 06-27-2012, 02:01 PM
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LifeofReiley LifeofReiley is offline
 
Join Date: Jan 2005
Location: Round Rock, TX
Posts: 3,778
Default PM Sent...

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