ConneryIsTheBestBond
Member
I'm continuing to define an estimated cost of a given project. I'm just looking for someone to review my numbers below and tell me what I am leaving out, or need, etc... for the following setups. This is hypothetical on an -8 project with a 180 hp Lycoming. I would plan to do basic loops and rolls so I'm not sure that I would want to pony up the extra $3200 for an inverted system (opinions here are welcome). Right now I'm leaning towards a new engine. I'm just basing the costs off of Van's site and trying to make sure I'd have the costs covered FWF.
Ideally, I'd have a IO-360 with a constant speed prop. As always, cost is a large factor, so looking at the different setups I'd consider.
IO-360 with constant speed prop
Experimental new Lycoming - 26,500
FWF kit - 5,190
Spinner kit - 160
2 blade Hartzell - 11,135
or
2 blade MT - 9,500
I'm unsure what the compact hub kit is on Van's site. Its an extra 6,780. Surely that can't be in addition to the Hartzell cost?
So, for the above, we are looking at $41,350 - $42,985 depending on the MT or Hartzell less the $1,000 Van's discount for buying together = $40,350 - $41,985. Didn't include the compact hub because I'm not sure what that is/does.
O-360 with constant speed prop
Basically subtract 1,900 for no FI, and 215 on the FWF kit from the above and get a range of $38,235 - $39,870 for the carb vs. FI.
O-360 with fixed pitch prop
Experimental Lycoming - 24,600
FWF - 3,700
Spinner kit - 160
Sensenich - 2940
or
Catto - 2500 (est)
So for this, we are looking at $31,400 for the Sensenich minus the Van's discount is $30,400. With the Catto and no discount, you are looking at $30,960. Flying is the rain might be an issue for me, but it seems like the Catto leading edges are now coming with the tape standard making this a non issue?
Looking on Van's site, it looks like the engines are setup for C/S, but F/P can be adapted? So, could I start out with a F/P then convert the same engine to a C/S when finances allowed?
Basically just trying to get a ballpark idea what an engine and prop configuration are going to cost. I mention the new engine, because to me, it seems like if you are going to have new everything else, why not have a new engine (its one of the most important things on an aircraft)? I'm certainly open to ideas and opinions on used and overhauled engines both cost and operationally. I'd also like to hear how happy you are with your setup and what you might change (yes I've searched all the F/P vs. C/S and F/I vs. Carb threads so no need to rehash those fights).
Also, opinions on fuel cost saving with the C/S and F/I on 100 hours a year vs. a F/P and carb. I'd say a good chunk of my flying would be within a 100 mile radius of home, so I'm not sure I'd really capture as much savings here as someone that did a lot of cross country.
Ideally, I'd have a IO-360 with a constant speed prop. As always, cost is a large factor, so looking at the different setups I'd consider.
IO-360 with constant speed prop
Experimental new Lycoming - 26,500
FWF kit - 5,190
Spinner kit - 160
2 blade Hartzell - 11,135
or
2 blade MT - 9,500
I'm unsure what the compact hub kit is on Van's site. Its an extra 6,780. Surely that can't be in addition to the Hartzell cost?
So, for the above, we are looking at $41,350 - $42,985 depending on the MT or Hartzell less the $1,000 Van's discount for buying together = $40,350 - $41,985. Didn't include the compact hub because I'm not sure what that is/does.
O-360 with constant speed prop
Basically subtract 1,900 for no FI, and 215 on the FWF kit from the above and get a range of $38,235 - $39,870 for the carb vs. FI.
O-360 with fixed pitch prop
Experimental Lycoming - 24,600
FWF - 3,700
Spinner kit - 160
Sensenich - 2940
or
Catto - 2500 (est)
So for this, we are looking at $31,400 for the Sensenich minus the Van's discount is $30,400. With the Catto and no discount, you are looking at $30,960. Flying is the rain might be an issue for me, but it seems like the Catto leading edges are now coming with the tape standard making this a non issue?
Looking on Van's site, it looks like the engines are setup for C/S, but F/P can be adapted? So, could I start out with a F/P then convert the same engine to a C/S when finances allowed?
Basically just trying to get a ballpark idea what an engine and prop configuration are going to cost. I mention the new engine, because to me, it seems like if you are going to have new everything else, why not have a new engine (its one of the most important things on an aircraft)? I'm certainly open to ideas and opinions on used and overhauled engines both cost and operationally. I'd also like to hear how happy you are with your setup and what you might change (yes I've searched all the F/P vs. C/S and F/I vs. Carb threads so no need to rehash those fights).
Also, opinions on fuel cost saving with the C/S and F/I on 100 hours a year vs. a F/P and carb. I'd say a good chunk of my flying would be within a 100 mile radius of home, so I'm not sure I'd really capture as much savings here as someone that did a lot of cross country.
