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07-25-2012, 05:55 AM
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Join Date: Dec 2005
Location: Sydney, Australia
Posts: 427
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Quote:
Originally Posted by pierre smith
Doug, Dan Horton and I already discusssed that option briefly.
50 more horsepower would make this "Bubba" RV awesome!
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On a superficial level the numbers do add up. An additional 90lbs for the engine and full fuel leaves a very respectable 410lbs for pilot, pax and baggage.
Vans seems to have recaptured the beautiful proportions of the RV-6 and cleaned up the transitions, I believe the '14 with an IO-540 would completely blow everything else out of the water. I can't help thinking this is what Vans had in mind.
This is indeed a very exciting option.
__________________
Doug Gray
RV-6 completed, flying since July 2010
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07-25-2012, 09:03 AM
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Senior Curmudgeon
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Join Date: Sep 2005
Location: Dayton Airpark, NV A34
Posts: 15,420
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Watching the video about the design of the 14, one thing that struck me was the tunnel for the exhaust.
I have some doubts that the RV 10 engine mount will fit due to the tunnel, and exhaust setup.
It would be quite interesting to see how they got the exhaust and nose gear "spring" all setup.
__________________
Mike Starkey
VAF 909
Rv-10, N210LM.
Flying as of 12/4/2010
Phase 1 done, 2/4/2011 
Sold after 240+ wonderful hours of flight.
"Flying the airplane is more important than radioing your plight to a person on the ground incapable of understanding or doing anything about it."
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07-25-2012, 09:39 AM
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Join Date: Nov 2005
Location: KRTS
Posts: 1,798
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Quote:
Originally Posted by Mike S
Watching the video about the design of the 14, one thing that struck me was the tunnel for the exhaust.
I have some doubts that the RV 10 engine mount will fit due to the tunnel, and exhaust setup.
It would be quite interesting to see how they got the exhaust and nose gear "spring" all setup.
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Prob be a lot easier when the tailwheel is released.
__________________
Next?, TBD
IAR-823, SOLD
RV-8, SOLD
RV-7, SOLD
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07-25-2012, 02:18 PM
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Join Date: Nov 2005
Posts: 1,256
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Quote:
Originally Posted by Doug
On a superficial level the numbers do add up. An additional 90lbs for the engine and full fuel leaves a very respectable 410lbs for pilot, pax and baggage.
Vans seems to have recaptured the beautiful proportions of the RV-6 and cleaned up the transitions, I believe the '14 with an IO-540 would completely blow everything else out of the water. I can't help thinking this is what Vans had in mind.
This is indeed a very exciting option.
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Unless Van reprints this article with the numbers "10" or "9" replaced with "14".
http://www.vansaircraft.com/pdf/hp_limts.pdf
__________________
Steve "Flying Scotsman"
Santa Clarita, CA
PP-ASEL, ASES, Instrument Airplane
RV-7A N660WS flying!
#8,000
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07-25-2012, 04:15 PM
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Join Date: Dec 2005
Location: Sydney, Australia
Posts: 427
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Yes only Vans can tell us what the limits of this airplane are.
I note the max hp and Vne are not specified in anything released so far.
__________________
Doug Gray
RV-6 completed, flying since July 2010
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07-25-2012, 05:14 PM
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Join Date: Oct 2005
Location: Melbourne, Australia
Posts: 1,868
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Quote:
Originally Posted by Doug
I believe the '14 with an IO-540 would completely blow everything else out of the water. I can't help thinking this is what Vans had in mind.
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I can't help thinking this is NOT what Vans had in mind. In fact I suspect that comments like this probably have Vans engineers reaching for the Prozac bottle. 
__________________
You’re only as good as your last landing 
Bob Barrow
RV7A
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07-26-2012, 05:11 AM
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Join Date: Jan 2005
Location: Louisville, Ga
Posts: 7,840
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Quote:
Originally Posted by Captain Avgas
I can't help thinking this is NOT what Vans had in mind. In fact I suspect that comments like this probably have Vans engineers reaching for the Prozac bottle. 
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... THAT happened years ago when the modded RV-4 went over 300 MPH with an IO-540!
Now we have 540 powered RV-4's, -6's, -7's and -8's. The -14 can't be far behind, huh?
The old adage, "What a man won't spend for a ride!" is so typically American.
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!
Last edited by rv6rick : 07-26-2012 at 05:28 AM.
Reason: Removed expletive
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07-26-2012, 07:41 PM
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Join Date: Dec 2009
Location: Menomonee Falls, WI
Posts: 145
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I spoke with one of the Vans guys at their EAA booth.
One of the interesting things he said is that all of the prepunched holes are punched to final size and their testing showed that they did not need deburring. The time saving here must be huge!
He mentioned the higher cost is due to things like the now standard options that would otherwise be a somewhat hidden cost to the builder. Wiring harness, etc. He thought the final price would be only slightly higher than an similar 7 and mentioned 85k.
He also said that they will be producing a tail dragger version and will be testing other engine options.
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07-26-2012, 10:12 PM
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Join Date: Nov 2005
Posts: 1,256
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Quote:
Originally Posted by upperdeck
One of the interesting things he said is that all of the prepunched holes are punched to final size and their testing showed that they did not need deburring.
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Pretty soon, they'll be dimpling them, as well. 
__________________
Steve "Flying Scotsman"
Santa Clarita, CA
PP-ASEL, ASES, Instrument Airplane
RV-7A N660WS flying!
#8,000
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07-26-2012, 10:33 PM
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Join Date: Dec 2005
Location: Sydney, Australia
Posts: 427
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I think you are missing my point...
Firstly, I am not a proponent of the rocket or superized RVs, I dont even support fitting an O-360 into an RV-9. These may all work out for the builders and good luck to them. I prefer to stand behind the designer's recommendations. That is not to say I don't like the concept, but I listen to Vans and to my own engineering experience and gladly look on with interest.
Vans is a smart and shrewd businessman, he knows where to strike the nail.
Allow me to speculate....
May I suggest Vans would also be watching these rockets and superizing and be thinking this looks fun, they fit my company's design expertise and I could do it better and capture this segment of the market as well. If I (Vans that is) were to build a 260hp plus two seat aerobatic airplane what would be my approach?
The design brief for the engineering department would be for just such an airframe, then pick the best of the breed and the most popular configuration, fix as many of those pesky construction issues as possible and as best as we can make it easy and affordable to build ( just like the 12 ).
I think this is what the RV-14 is!
Like most I am a bit underwhelmed by the use of the IO-390, I certainly would not build one nor trade my RV-6 for an RV-14 with this engine, but I believe they see this as the entry level version. Lycoming seems to be appealing to the Experimental market to improve the acceptance of this engine, and Vans seems to suggest they are negotiating a good price such that the total package will be comparable to the RV-7.
So I'm speculating that the RV-14 design has been conceived to accept the bigger engine. The larger sizing and numbers seem to support this, none of the published data precludes this and it seems to simply make good sense to me that this is the approach.
If Vans never endorses fitting a big engine to this airframe - fine, I respect that and would not support fitting one - but then to me the RV-14 simply doesn't make sense.
__________________
Doug Gray
RV-6 completed, flying since July 2010
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