For the operators flying: fuel injected, no inverted oil or fuel systems, what are your engine operating limitations (ie, time and g limits for fuel & oil press) for typical IO-360/375?
Thanks
Has anyone ever dry-sumped a lycoming? I've searched a bit on Google et al, but not found any meaningful leads.
What do the Reno guys do?
Cheers,
A
PS I know that Lyc have dry-sumped the IO-233 - that's probably how they "get the weight out" of the engine - just move it to the firewall!![]()
For the operators flying: fuel injected, no inverted oil or fuel systems, what are your engine operating limitations (ie, time and g limits for fuel & oil press) for typical IO-360/375?
Thanks
Andy,...PS I know that Lyc have dry-sumped the IO-233 - that's probably how they "get the weight out" of the engine - just move it to the firewall!![]()
If you really want to get your nose down faster (from an appropriate altitide), just roll in 120-180 degrees of bank and pull a little. That's way more fun than pushing negative g's...
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Jeff...
Our RV-8 has XP-IO-360. No inverted fuel (i.e. no Flop Tubes) and only the breather half of a Raven Inverted system i.e. to catch / return Oil to sump, no effect on maintaining Oil Pressure.
We work to limiting the Oil Pressure decrease to, I would say, 3-4s - any more and the Oil P gets low, and the Prop starts speeding up. Effectively you can do 1 slow / hesitation roll, but no sustained inverted or "push" manoeuvres.
I have flown an identical RV-8 with full Inverted Oil and 1 Flop Tube. With the other tank selected, it ran inverted for 23s at 24x24 before "coughing".
Hope of some use...
Andy & Ellie Hill
RV-8 G-HILZ