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  #11  
Old 05-03-2020, 07:32 AM
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airguy airguy is offline
 
Join Date: Oct 2006
Location: Garden City, Tx
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Quote:
Originally Posted by FORANE View Post
I'm not sure this is accurate information.
Hello, my name is Airguy, and I am a performance addict.

"Hello, Airguy."
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Greg Niehues - SEL, IFR, Repairman Cert.
Garden City, TX VAF 2021 dues paid
N16GN flying 750 hrs and counting; IO360, SDS, WWRV200, Dynon HDX, IFD440
Built an off-plan RV9A with too much fuel and too much HP. Should drop dead any minute now.
  #12  
Old 05-03-2020, 07:44 AM
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scard scard is offline
 
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Location: Cedar Park, TX
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With well over 2000hrs on our 160hp. If / When I get the chance, I'll be applying "more horsepower" to our old bird for the express purpose of time to climb to cooler temps and just a little more left in the tank at 14k'.

If the OP is still afraid of the 360, I can have my 320 off of the airframe tomorrow, ready for a trade . A little more training can usually solve "fear".
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  #13  
Old 05-03-2020, 02:43 PM
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N941WR N941WR is offline
 
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I've been flying my O-360 powered -9 for a long time now.

As pointed out, the Vne for the -9(A) is 210 mph (180 knots) TAS.

Van's doesn't recommend this engine because they are afraid that you can exceed Vne with the bigger engine.

That may be possible, if you are flying at full power at sea level. At 8000' DA, mine trues out at 175 knots with 75% power.

If the nose goes down, it is easy to exceed the TAS but that was true back when my plane had a 140 hp O-290d2 up front.

My typical cruse speeds are around 160 knots TAS, so well below Vne.

If you are afraid of your -9A, then you need to see a specialist. IE, a competent CFI and go flying with him/her.
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  #14  
Old 05-03-2020, 02:56 PM
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rvbuilder2002 rvbuilder2002 is offline
 
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The 160 hp recommended limit is related to more than just Vne, and as many times as I have posted about it in the RV-9 forum, I am amazed that it is still the first thing mentioned by some of the veteran RV-9 pilots.......

Here is one of the most recent threads discussing the details
http://www.vansairforce.com/communit...&highlight=vne

I agree that if the limiting speeds are obeyed, it doesn't matter what engine is in the airplane, but as I have mentioned repeatedly in the past, the scary thing is how many people flying with bigger than recommended engines obviously don't understand what all the limiting factors are. And that is why nothing bigger than a 160 HP engine is recommended.
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Last edited by rvbuilder2002 : 05-03-2020 at 03:45 PM.
  #15  
Old 05-03-2020, 03:10 PM
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DeeCee 57 DeeCee 57 is online now
 
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Airguy, loved that

On the other hand, flew the airlines for almost 20 years, and seldom did we use full power... jet engines, yes.
Nevertheless, when flexing (yes ladies & gents, it’s what’s its called in the jet world) for I’d say 99% of the TOs gave us say a good 5 to 6K/fpm on a 60 or so K tons A320, this climbing at Green dot around 230 KIAS... and this is the civilian world only

Yet to fly an overpowered aircraft, patiently waiting...
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Last edited by DeeCee 57 : 05-04-2020 at 12:23 AM.
  #16  
Old 05-03-2020, 03:48 PM
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It is a nice thing to be at pattern altitude halfway down the runway. The CS prop and high HP give a very satisfying climb. Thousand one thousand two, lift off, climb like crazy, plenty of margin for engine failure
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  #17  
Old 05-03-2020, 04:09 PM
SPX SPX is offline
 
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Quote:
Originally Posted by grubbat View Post
It is a nice thing to be at pattern altitude halfway down the runway. The CS prop and high HP give a very satisfying climb. Thousand one thousand two, lift off, climb like crazy, plenty of margin for engine failure
This is true.. A few weeks back, I was doing pattern work at an airport about 1400' MSL. By the end of the 5000' runway, I was at 1000' AGL, and had already trimmed and powered back..

I too have a 360-powered 9A. I spent some time researching this, and IMO, there's nothing inherently dangerous about the 360 in a RV-9.. BUT it does require the pilot to have a some knowledge of why Van's does not endorse the 360 for the RV-9. Surprisingly, despite the information being out there, very few possess this knowledge.
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  #18  
Old 05-03-2020, 05:52 PM
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N804RV N804RV is offline
 
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Think of it this way: even if your truck does have the ground clearance, you wouldn't hop the curb at 60 miles an hour. You'd do some damage, and might even lose control, right? Same thing in a plane.

Va, Vc, and Vne are each applicable in specific flight conditions. Understanding them will keep you safe. As long and your airplane in airworthy, not exceeding each limiting V speed for the condition of flight is your safety margin. How much margin you need is up to you and controlled by AoA and correct throttle use.
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  #19  
Old 05-03-2020, 06:04 PM
BobTurner BobTurner is offline
 
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Quote:
Originally Posted by DeeCee 57 View Post
Airguy, loved that

On the other hand, flew the airlines for almost 20 years, and seldom did we use full power... jet engines, yes
)
But, you also did every takeoff with the option to either stop, or go. With a single you have the option to stop, or something else. I personally think the risk (reduced power takeoff) is low, but why take it when there is no compelling reason? (Okay, maybe noise is a reason in some places). Altitude is usually your friend.
  #20  
Old 05-03-2020, 06:39 PM
kaweeka kaweeka is offline
 
Join Date: May 2011
Location: Roseville
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FWIW
After 1000 hours in my RV-9A there are times the extra HP would come in handy. Don't be "afraid" of the extra HP just be attentive when you fly. Consider the extra 20 a gift.
David
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