About 5 years ago, a 6 cyl. Subie equipped -10 was flying but unfortunately crashed and was totalled.
Todd Sweezey of Savannah had an LS-1 powered -10 and there's another at Peachtree City, in Georgia. Last time I saw that one, it had not yet flown.
There's another Subie-powered -10 going together in Canada, by Ross F, who should be chiming in here.
Best,
I think it is unfortunate that many people become very myopic and overly excited about using automotive engines in aircraft and lose sight of the potential dangers involved.
Consequently, the gear heads tend to steer well away from auto conversions while the guys who have never changed the oil in their car adopt the challenge with gusto.
As I've said previously, the enthusiasm with which builders embrace the concept of auto conversions is almost always inversely proportional to their understanding of things mechanical.
Consequently, the gear heads tend to steer well away from auto conversions while the guys who have never changed the oil in their car adopt the challenge with gusto.
I flew my LS2 powered RV-10 to both Oshkosh and Sun-n-Fun. It met an untimely death (150 hours) due to a freak non-flying non-engine related issue. The next RV-10 I build will have an LS engine on it also. The fun and the lower cost to fly blows the other RV-10s away. But you will always be a test pilot. I am envious of those who still have theirs.
I flew my LS2 powered RV-10 to both Oshkosh and Sun-n-Fun. It met an untimely death (150 hours) due to a freak non-flying non-engine related issue. The next RV-10 I build will have an LS engine on it also. The fun and the lower cost to fly blows the other RV-10s away. But you will always be a test pilot. I am envious of those who still have theirs.
.....So exactly what did happen?
I totally agree with the first statement. Many lay people are suckered into the advertising hype and have their checkbooks open in a heartbeat.
Most of the successful conversions though have indeed been done by gearheads, machinists, fabricators and engineers who love a challenge and have some inkling of the challenges that lie ahead. The people who disregard good advice from experienced folks are the ones who really scare me.
I've always been interested to see fuel burn vs. TAS results from an LS powered -10 but never see anyone publishing them. What kind of numbers did yours deliver? Speed and climb numbers? I'd expect speed and ROC to be somewhat better than with the 540.
Truth be told, I still think you'd be better off putting a 540 in a car than a car motor in an RV-10.
Then you pull over and have a beer. You just know anyone who'd put a 540 in a car also has beer.Since an O-540 is air cooled, you would likely have major overheating issues.
Truth be told, I still think you'd be better off putting a 540 in a car than a car motor in an RV-10. Starting with Model A motors in Funk's, etc. to this day, the only really successful car engines have been VW conversions. Too bad they're so tiny. I'd think of it as really only for the experimental value as opposed to flying practicality. Nothing wrong with that.
Now, if you wanted to build a tri-motor 10 with 3 revmasters, that would be somethin'! Not sure what, but somethin'!
I agree. That makes them good enough for real experimenters, but maybe not so good for the "average kit builder". Nobody can argue that the failure rate for auto conversions is way higher than for Lycomings and there's quite a bit of catching up left to do. Look how many engines have been tried and they are still a drop in the bucket. I'm not saying it doesn't work, but nobody except the VW guys have any significant numbers flying. I had a V8 zenith land on my strip a week after I graded it. He made it all the way back home too. Yay! Go Ben, go. A bunch of people have to stack a bunch of hours on a particular installation and nobody has done it yet. So many fizzlers so far it makes it even more uphill. Hardly anyone believes in them any more except guys who want to. I say try it if you want and I'll read every article that comes out on it, but I personally don't have time/money for non-standard engines.generally having good success with them.
Then you pull over and have a beer. You just know anyone who'd put a 540 in a car also has beer.
I agree. That makes them good enough for real experimenters, but maybe not so good for the "average kit builder". Nobody can argue that the failure rate for auto conversions is way higher than for Lycomings and there's quite a bit of catching up left to do. Look how many engines have been tried and they are still a drop in the bucket. I'm not saying it doesn't work, but nobody except the VW guys have any significant numbers flying. I had a V8 zenith land on my strip a week after I graded it. He made it all the way back home too. Yay! Go Ben, go. A bunch of people have to stack a bunch of hours on a particular installation and nobody has done it yet. So many fizzlers so far it makes it even more uphill. Hardly anyone believes in them any more except guys who want to. I say try it if you want and I'll read every article that comes out on it, but I personally don't have time/money for non-standard engines.
Nice post. You win! Thanks for keeping me from getting bored.
Look at today's post on RV12 site. Mandatory service bulletin for Rotax engine. This is just one of many you don't see published. How about the cooling line chafing on engine mount posted yesterday. One of the many hoses you don't have with the Honda Viking . There is something about flying behind the little, light weight Honda-Viking engine that makes me feel safe. Millions of the engines throughout the world verses thousands of Rotax. Ron Russ
N97HV RV12 flying and love it.
OTOH, like others have said, if you are truly a gearhead who likes to experiment and baby sit the engine, gearbox, electronics, and it's not just about saving $$ then go for it!
My plane weight is fat!!!!!!!
Well over anything out there and I can't blame it all on the engine! The c.g. is within an inch of Tim Olson's c.g. It is an unbelievable 2053 lbs.! At least I won't have a super forward c.g. issue but I really ended building a high powered Tiger.
...there's another at Peachtree City, in Georgia. Last time I saw that one, it had not yet flown.
..... And don't worry the next one will blow the lyco's away.
Pierre,
I currently have 52 hours on it.
John
PS: Thanks for all the support....
Hourly operating costs is minor compared to the of resale RV with auto engines take. Total cost of operation needs o be taken into account.
Experiment all you want, I am right there wih you. Just don't lead prospective builders to believe it is cheaper, it is not.