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02-10-2015, 08:25 AM
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Join Date: Aug 2010
Location: San Luis Obispo
Posts: 199
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Quote:
Originally Posted by SHIPCHIEF
1) I presume this piston / cylinder configuration could have an ideal ignition timing curve requiring less advance at full power low RPM (think fixed pitch prop take off @ sea level). Could this be provided so it can be programmed into any of the electronic injection systems?
2) Can you make the cylinders for 'Narrow Deck' engines?
I know there are not many of them left, but I have one...
3) My small group of RV & PITTS flyers all fly O-360 & O-320 fixed pitch. We have good engines that would likely be top overhauled before the next major overhaul.
Are these cylinder assemblies going to work for this segment of the market?
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I run my timing at peak power at 17 degrees.
Sorry no narrow deck. Good tagged wide deck case is around 4k.
Our AX50 and soon to arrive AX40 are design exactly for this segment.
We are excited about some new airframes that are being configured just because of the advances we have made but our primary market are the 25,000+ experimental aircraft out there all flying 320, 360, and 540 lycoming engines. 
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02-10-2015, 08:34 AM
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Join Date: Aug 2010
Location: San Luis Obispo
Posts: 199
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Quote:
Originally Posted by aerhed
Kevin & Dan, not trying to be a dicc here but do setups like this have any FOD tolerance at all?.
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I have no tolerance for FOD in my engine  . This is what happened the last time I allowed FOD in my engine:

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02-10-2015, 09:12 AM
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Join Date: Oct 2005
Location: 08A
Posts: 9,500
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Quote:
Originally Posted by Relentless
I run my timing at peak power at 17 degrees.
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Which says the squish is working.
Quote:
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Our AX50 and soon to arrive AX40 are design exactly for this segment.
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Available over the counter, for swapout at top overhaul as Scott described?
Quote:
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I have no tolerance for FOD in my engine. This is what happened the last time I allowed FOD in my engine.
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My goodness, what sort of FOD did that? I think Aerhed's question relates to FOD in the combustion chamber, and "no tolerance" would require an air filter.
__________________
Dan Horton
RV-8 SS
Barrett IO-390
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02-10-2015, 09:32 AM
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Join Date: Aug 2010
Location: San Luis Obispo
Posts: 199
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Over the counter?..
As you know Dan this tech is not as forgiving and our experience thus far with a lycoming engine builder that have been rebuilding these engines for many years is they tend to be very impatient with the additional details required to assemble these engine correctly. If I tell my friend that has been building hot rod engines forever that he needs to check the squish clearance he replies, "ok" and does it properly.
Early fails in aviation tend to be very unforgiving and for this reason we must venture into selling our components "over the counter" with caution. For the time being I have offered to upgrade engines for customers for minimum expense either on site or at our shop as part of an overhaul.
Once we have many engines flying and the market is convinced that the tech is reliable and stable if installed correctly, we can then start selling parts and laying the responsibility for the installation instructions on the customer.
We will get there?.
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02-10-2015, 11:08 AM
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Join Date: Feb 2010
Location: Gardnerville Nv.
Posts: 2,828
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I am so excited to FINALY see this tech coming into aviation, for decades I have been building 12-1 comp bigblock engines and running 92 oct. As mentioned above, the squish to promote internal mixing, turbalence and a side affect of this is also to cool off hot spots in the combustion chamber that would promote pre ign. I set mine up at .030 I have seen more detination with lower compression engines that did not set up this squish area. Remember the 1970 Ford 351 C quinch chamber heads? they were high compression from the factory but emissions killed it. 
__________________
7A Slider, EFII Angle 360, CS, SJ.
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02-10-2015, 11:38 AM
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Join Date: Sep 2007
Location: Central IL
Posts: 5,516
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Quote:
Originally Posted by aerhed
Kevin & Dan, not trying to be a dicc here but do setups like this have any FOD tolerance at all?.
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Well, you aren't this time. Correctly observed, it would not have a good FOD tolerance. VW released the type 4 engine in 1974, it had a tight piston/head clearance. Unfortunately, it also had a tendency for the accelerator jet to dislodge from the carb (twins) and it landed in the wrong area a few times. It would break the piston. Even more unfortunately, when that happened, and the con rod flapped about with an increased cocking angle, the swing radius of the big end increased and the tight clearance to the case frequently yielded a big hole in the case as a result.
I don't know what happens with a lyc 360 and if it has enough clearance, but FOD prevention would be a high priority for this design feature.
So, this (tight squish) would become a less fault tolerant design. Not necessarily a problem, if properly addressed. Just my opinion.
__________________
Bill
RV-7
Lord Kelvin:
“I often say that when you can measure what you are speaking about,
and express it in numbers, you know something about it; but when you
cannot measure it, when you cannot express it in numbers, your knowledge
is of a meager and unsatisfactory kind.”
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02-11-2015, 08:17 AM
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Join Date: Oct 2006
Location: Garden City, Tx
Posts: 5,145
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Quote:
Originally Posted by Relentless
I have no tolerance for FOD in my engine  . This is what happened the last time I allowed FOD in my engine:

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This was the Reno event, wasn't it? I happened to watch that one unfold. Superb job getting it back down.
__________________
Greg Niehues - SEL, IFR, Repairman Cert.
Garden City, TX VAF 2020 dues paid 
N16GN flying 700 hrs and counting; IO360, SDS, WWRV200, Dynon HDX, 430W
Built an off-plan RV9A with too much fuel and too much HP. Should drop dead any minute now.
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02-13-2015, 10:15 AM
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Join Date: Dec 2014
Location: Ohio
Posts: 5
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Quote:
Originally Posted by Relentless
Yes, I am doing this right now in my R409 Rv8. 
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This in an rv10= win. Lower fuel costs, lower maitenance costs, better more modern engine, lower purchase price (for engine). We all know engines drive aviation, but this combo would seriously make flying more affordable.
Quote:
Originally Posted by Mike S
Matthew, welcome to VAF 
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Thanks.  I've been lurking for quite some time. I'm going to be scratch building a Cabin Eagle VW powered here this year... but after that I've been eyeing the RV10.
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02-15-2015, 02:35 AM
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Join Date: Jun 2011
Location: Tokyo
Posts: 44
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Bill.
A Lead scavenging compound is added to Avgas 100LL - this compound is Ethylene Dibromide. This scavenger is designed to react with the Lead oxide to form Lead Bromide which is more volatile - becoming a gas at around 200 - 250 oC. This is a low enough temperature to ensure that the Lead is removed from the engine as a gas end it subsequently goes back to the solid phase as the exhaust gas cools in the atmosphere.
What is important, more so than Avgas is the oil blowby and contamination, this will quickly build deposits and cause engine harm. We have worked hard to minimize the amount of oil blowby in our products
Andrew
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02-15-2015, 02:39 AM
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Join Date: Jun 2011
Location: Tokyo
Posts: 44
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We only use air-filters on our engines, fod in the engine should not happen
Andrew
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