My Really BIG Engine

Yukon · #1 07-15-2006, 10:42 AM

Since it is OK to raise our gross weight during certification, I've decided to install a Pratt and Whitney R-2800. I'm figuring it will be a little nose heavy, but if I put the batteries and the strobe power supply below the horizontal stabilizer, I will only need about 182 pounds of lead in the tail.

Since the magnetos and pressure carburetor are so out-dated, I'm going to install my Apple 2E in the right seat to control a capacitor discharge ignition
and electronic fuel injection I salvaged off a wrecked Subaru Outback. To save weight, I'm only using one spark plug per cylinder, and I've welded closed the other plug holes.

The fuel system is going to be a real challenge. Because the engine flows such large amounts of gas at 60 inches of manifold pressure (two stage blower) I am planning to adapt the 2 HP centifugal pump off my pool filter to pump the fuel. Going to use the diatomacious earth filter from the pool equipment to filter the fuel, thus saving space on the firewall by deleting the
ever-contentious gascolator. This pump is of course 220 volt AC so it will require a rather large static inverter, which I plan on installing in the baggage compartment.

This airplane is going to be really, really fast. Probably the fastest in the country. Range will be somewhat limited, but because there is no room for a passenger, I plan on installing an extra fuel tank in the right seat, under the
Apple computer/engine computer.

For those of you that will find fault with my installation because it is heavy, complex or inefficient, I want to remind you in advance, that this is "Experimental Aviation" and it is my right to build as I please.

rv8ch · #2 07-15-2006, 11:05 AM

John, should we paste in your comments about the Subaru here?

chuck · #3 07-15-2006, 11:25 AM

Quote:

Originally Posted by Yukon

Since it is OK to raise our gross weight during certification, I've decided to install a Pratt and Whitney R-2800. I'm figuring it will be a little nose heavy, but if I put the batteries and the strobe power supply below the horizontal stabilizer, I will only need about 1823 pounds of lead in the tail.

Will you be offering a FWF kit?

Yukon · #4 07-15-2006, 11:33 AM

Quote:

Originally Posted by chuck

Will you be offering a FWF kit?

Most definitely. I plan on quitting my flying job and devoting full-time effort to marketing a FWF kit for this engine. Lycoming engines are so old school that I figure this installation will sweep the market in a couple of years.

I will be accepting deposits soon on the FWF kits for delivery in late 2006.

Yukon · #5 07-15-2006, 11:38 AM

Quote:

Originally Posted by rv8ch

John, should we paste in your comments about the Subaru here?

Mickey,

I've got to say that you played a large part in my inspiration for this project.
Thanking you in advance for your participation. If you will forward a 50 percent deposit, I will make you the launch customer for this engine. Price for a late 2006 delivery is $33,995.

rv8ch · #6 07-15-2006, 01:46 PM

Quote:

Originally Posted by Yukon

... If you will forward a 50 percent deposit, I will make you the launch customer for this engine. Price for a late 2006 delivery is $33,995.

So cheap! I think I'll send the whole amount to ensure that you don't sell my position to someone else!

It runs on mogas and ethanol, right?

johngoodman · #7 07-15-2006, 03:10 PM

Quote:

Originally Posted by Yukon

Since it is OK to raise our gross weight during certification, I've decided to install a Pratt and Whitney R-2800. I'm figuring it will be a little nose heavy, but if I put the batteries and the strobe power supply below the horizontal stabilizer, I will only need about 182 pounds of lead in the tail.

You should really consider a Wright R-1820 instead. Upgrade that old Apple IIE with the portable IIC and you might be able to cut down some of that lead in the tail.
I've got lots of time in T-28s and can tell you that the only downside of the R-1820 was the big puddle of oil it left on the ramp. A case of oil stored in the tail will probably eliminate even more of that lead.

John

jsherblon · #8 07-15-2006, 04:00 PM

You're gonna need to extend the landing gear. Six or seven feet ought to do it. Taxi visibility will be slightly reduced; maybe put a camera in the nose.

davidkarlsberg · #9 07-15-2006, 06:46 PM

I would like to take the experimenting out of experimental aviation. therefore I have made up my mind to go the Lycoming route. Any chance you can build me a FWF kit for a spare Lycoming R-7755 I have laying around (google it)

compren · #10 07-15-2006, 10:12 PM

A couple of questions before I forward the deposit:

-Is there a Diesel version?

-I want a 4-Blade, wood, constant speed prop that isn't too heavy.

-Will you be offering an in-flight refueling port to address the limited range?

-With the increased range made capable by the in-flight refueling port, do your foresee any issues in using Dan Checkoway's relief tube as a sort of water-cooling conversion kit on this engine?

Good post, made me laugh!!