VansAirForceForums  
Home > VansAirForceForums

- POSTING RULES
- Donate yearly (please).
- Advertise in here!

- Today's Posts | Insert Pics

  #11  
Old 04-18-2014, 08:51 AM
Husker'87's Avatar
Husker'87 Husker'87 is offline
 
Join Date: Jul 2013
Location: Lucas, TX
Posts: 36
Default

The weight difference is roughly 60 lbs. The engine is from a family friend, it has less than 300 hours on it and I can get it at less than 1/4 of the price of a new one including a Hartzell 2-blade CS prop, all log books included. It takes the same mount as the D, the length (front to back) is the same, but it is ~1 inch wider and ~2 inches shorter (top to bottom). It also comes with the fuel injection system.

John
__________________
New Pilot

EAA
AOPA
ForeFlight User
RV-10 Empennage Kit Started 5/26/14
http://907TR.blogspot.com
Reply With Quote
  #12  
Old 04-18-2014, 10:32 AM
paul mosher
 
Posts: n/a
Default engine

That engine should be in a glasair 3.
Reply With Quote
  #13  
Old 04-18-2014, 10:49 AM
Husker'87's Avatar
Husker'87 Husker'87 is offline
 
Join Date: Jul 2013
Location: Lucas, TX
Posts: 36
Default

Quote:
Originally Posted by paul mosher View Post
That engine should be in a glasair 3.
That is nice, but it doesn't have the usable capacity that the -10 does nor the room inside. It sucks being a larger pilot, there are many things that just are not options.
__________________
New Pilot

EAA
AOPA
ForeFlight User
RV-10 Empennage Kit Started 5/26/14
http://907TR.blogspot.com
Reply With Quote
  #14  
Old 04-18-2014, 04:06 PM
Toobuilder's Avatar
Toobuilder Toobuilder is offline
 
Join Date: Jul 2009
Location: Mojave
Posts: 4,652
Default

60 extra pounds on the nose of an airplane like a -10 is a HUGE difference and will be felt for the rest of the airplane's service life. That's assuming you somehow can move components to the rear to offset the C/G change. If you have to do the unthinkable and add 10 pounds of lead to the tail... well, that adds up to a bunch of utility forever gone from your airplane.

Heck, I spent a great deal of effort removing about SIX pounds off the nose of the -8 and was pretty proud of myself for accomplishing that much.

If the engine is a great deal, then grab it. Just convert it to a more suitable engine with the magic of cash or some horsetrading. That engine has value for plenty of airframes... the -10 just isn't at the top of that list.
__________________
WARNING! Incorrect design and/or fabrication of aircraft and/or components may result in injury or death. Information presented in this post is based on my own experience - Reader has sole responsibility for determining accuracy or suitability for use.

Michael Robinson
______________
Harmon Rocket II -SDS EFI
RV-8 - SDS CPI
1940 Taylorcraft BL-65
1984 L39C
Reply With Quote
  #15  
Old 04-19-2014, 02:25 PM
bob888 bob888 is offline
 
Join Date: Jul 2012
Location: Fresno, CA
Posts: 270
Default

What, specifically, needs to be changed to convert a 'C' to a 'D'. I am planning to use a C4B5 'as is' and have been told there will be no issues with that plan.
Reply With Quote
  #16  
Old 04-20-2014, 06:20 AM
kiwipete kiwipete is offline
 
Join Date: Oct 2007
Location: Birmingham United Kingdom
Posts: 374
Default C to D

Bob

C4b5 to D4a5

I've just been through this process. There is very little difference. The main 1 being the smaller hole engine mounts + No hydraulic pump drive.
According to the parts manual the oil dip stick + mag harness may be different but that is of no consequence. The fuel injection controller is listed as different but we checked and the scheduling seems to be the same.
All rotating parts and counterweights are identical.
So with only a few changes you should be good to go. You can set the governor to 2700 rpm and get 10 more horsepower.

Cheers

Peter
__________________
RV7 G-PBEC Flying
RV10 Finishing

Last edited by kiwipete : 04-20-2014 at 06:21 AM. Reason: Typo
Reply With Quote
  #17  
Old 04-23-2014, 10:00 PM
Kellym Kellym is offline
 
Join Date: Aug 2005
Posts: 97
Default

Quote:
Originally Posted by 659JR View Post
The K1A5D is also a Large main angle valve and will weigh quite abit more than a IO540C or D parallel valve.

Jesse
Not to mention that for overhaul, angle valve cylinders cost almost double the price of parallel valve cylinders, and there are no aftermarket cylinders.
__________________
Kelly McMullen
A&P/IA
EAA Tech Counselor
KCHD
RV-10 40866
Reply With Quote
Reply


Thread Tools Search this Thread
Search this Thread:

Advanced Search
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

vB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Forum Jump


All times are GMT -6. The time now is 05:57 AM.


The VAFForums come to you courtesy Delta Romeo, LLC. By viewing and participating in them you agree to build your plane using standardized methods and practices and to fly it safely and in accordance with the laws governing the country you are located in.