What's new
Van's Air Force

The definitive Van's Aircraft support community! Buying, building or flying an RV? Join our exclusive family of mentors and enthusiasts!

IO-540-K1H5 In RV-10

F

FredM

I'm New Here
Hello Gang! Newbie here. I apologize since this topic may have been beaten to death for years but I haven’t found much on it.

Does anyone have experience or knowledge about pros and cons of installing an IO-540-K1H5 in an RV-10? Is it even possible? We realize it’s about 60 pounds heavier and almost 1” wider than the suggested “D” model. Other than the weight, are there other plumbing, wiring, airflow issues that would prevent the installation or strongly advise against it?

Thanks in advance! Always a pleasure reading all your knowledge and thoughts.

Fred
 
All of the above. Will require cowling work and cooling may be an issue. Also, you might want to play with a weight and balance spreadsheet. An extra 60 pounds on the nose is going to be a bit challenging…and the performance is likely not going to be much better than the other model. A stock -10 performs really well and you will still be limited to the airframe Vne of 200 ktas.
 
All if the above AND that extra 60 pounds will all rest on the nosegear, which isn't a great idea. A composite prop could help, as could remote mounting avionics behind the baggage compartment. But you're still somewhat compromised. The benefit would be that K's are probably available cheap on the used market and the extra HP might be beneficial in certain areas.

So, can it be done? Sure. Will you be happy with the inherent compromises? Dunno.
 
Mike S said:
Fred, welcome aboard the good ship VAF :D
Click to expand...
Thanks guys for the responses, opinions, and welcome!

Still not sure what we’ll do. We’re aware of the weight considerations. Thinking possibly the 42 pound Whirlwind prop and possibly baggage ballast when single pilot might help.

We still can’t seem to find others who might possibly installed a “K” engine. If so, how many and what problems they may have encountered, etc. Again, mostly looking for whether it’s even doable.

We’re not considering it to gain extra horsepower but, as mentioned, the “K” engine seems to be more available and cheaper than the recommended “D”.

Thanks again,

Fred
 
If you're looking at an angle valve engine to rebuild - you could possibly contact an engine builder like Barrett to discuss case machining to accept parallel valve cylinders on the angle valve case/bottom end.
 
FredM said:
Thanks guys for the responses, opinions, and welcome!

Still not sure what we’ll do. We’re aware of the weight considerations. Thinking possibly the 42 pound Whirlwind prop and possibly baggage ballast when single pilot might help.

We still can’t seem to find others who might possibly installed a “K” engine. If so, how many and what problems they may have encountered, etc. Again, mostly looking for whether it’s even doable.

We’re not considering it to gain extra horsepower but, as mentioned, the “K” engine seems to be more available and cheaper than the recommended “D”.

Thanks again,

Fred
Click to expand...
The question is, “How much will be saved, factoring in the addition expense, effort, and issues when using the K”…
 
FredM said:
We’re not considering it to gain extra horsepower but, as mentioned, the “K” engine seems to be more available and cheaper than the recommended “D”.
Click to expand...
Don't forget about the C4B5. You'll need to swap out the governor and starter and probably the mounting ears but mechanically it's exactly the same as the D4A5. The lower HP rating is simply a RPM restriction on the data plate.
 
Cowl mods to clear the rocker covers, new chin scoop, FAB, and reshaped inlets (smaller) were the big time sucks. AV baffle parts of course. He used a rear induction sump with a custom servo adapter to get it pointing forward. Retained the RSA-10 servo. He moved some parts around to make the W&B work. Cooled well, climbed like crazy, all around he was quite satisfied with the performance.
 
Lycon has some options to reduce a fair amount of weight. Scalloped cylinder bases, lighter wrist pins, and such. Lighter prop, flywheel, starter, alternator, etc could get the weight penalty down a fair amount. Of course the cost of all that might negate the lower cost of the core engine. :unsure:
 
My guess is the OP wants to buy a -K, bolt it on and go fly without a rebuild. They are on the market often enough and with decent remaining TBO. The problem is you’re stuck with the weight.
 
I really doubt you would run into cooling issues. The angle valve engines tend to cool better than the parallel valve engines.
 
You must log in or register to reply here.
Back
Top