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  #61  
Old 07-12-2017, 01:48 PM
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airguy airguy is offline
 
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Quote:
Originally Posted by DanH View Post
I had the same idea. Unfortunately, the Cube is designed to make disassembly impossible without breaking a potted wire (seen here at 5 o'clock):
That's one way to do it, I suppose. Works better than the little "warranty void if removed" tape.
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Greg Niehues - VAF 2018 dues paid
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N16GN flying! http://websites.expercraft.com/airguy/
Built an off-plan 9A with too much fuel and too much HP. Should drop dead any minute now.
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  #62  
Old 12-11-2017, 07:26 PM
Flandy10 Flandy10 is offline
 
Join Date: Dec 2007
Location: Peachtree City, GA
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Default 100 Hours

Approximately one year ago, N104ST made its first flight powered by a prototype CD-230. Today, it passed the 100 hour mark.

Fuel bill for the first 100 hours---$2084.27-----713.2 gallons ------- Price range $2.50 to $3.57
---There are still 33 gallons in the tanks!---

Condition Inspection time is here, so the fun will come to a temporary halt.

Known items to be worked on:
1- enlarge oil cooler inlet duct- oil temps are acceptable but need to be better.
2- CHTs - there is TOO much cooling air.
3- start working on empty weight reduction

Iíll be sure to post any findings from the inspection when its finished.
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  #63  
Old 12-11-2017, 07:32 PM
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rv6ejguy rv6ejguy is offline
 
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Location: Calgary, Canada
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That's 7.1 gal/hr. so pretty impressive. Any performance numbers?
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, Marcotte M-300, IVO, RV6A C-GVZX flying from CYBW since 2003- 418.1 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
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  #64  
Old 12-12-2017, 08:03 AM
Flandy10 Flandy10 is offline
 
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Location: Peachtree City, GA
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Default Performance data point

Here you go Ross,

OAT 49F -- Baro 30.13-- 5000ft.
164KTAS-- 152KIAS -- MAP 75.5"-- 2190RPM -- 10.6GPH---200HP (calculated)

This is off a screen shot I have but haven't posted it due to image hosting issues.

I checked the data stream to verify the fuel flow was reasonable to make sure it was not the high or low. FF reading currently varies +/- .5gph due to injection pulses.
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  #65  
Old 12-12-2017, 09:18 AM
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rv6ejguy rv6ejguy is offline
 
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Not bad at that low altitude. Should be better at 8 to 10K.

Cool project and nice to see you building up the hours on it.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, Marcotte M-300, IVO, RV6A C-GVZX flying from CYBW since 2003- 418.1 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi.htm


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  #66  
Old 12-12-2017, 10:57 AM
TS Flightlines TS Flightlines is offline
 
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Location: Ridgeland, SC
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Scott---great job for your perseverance on this project. It was fun helping out!
You have to fly it down to 3J1 when its back up.
Tom
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  #67  
Old 12-12-2017, 07:28 PM
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Weasel Weasel is offline
 
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We tend to focus on cruise data when comparing different engines but don't discount the gains available during taxi and climb. The TDI is a close match at cruise but beats the spark ignition engine hands down at full throttle when comparing fuel flow. Will be interesting to watch this project especially the weight loss phase.
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  #68  
Old 12-12-2017, 10:46 PM
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rv6ejguy rv6ejguy is offline
 
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Quote:
Originally Posted by Weasel View Post
We tend to focus on cruise data when comparing different engines but don't discount the gains available during taxi and climb. The TDI is a close match at cruise but beats the spark ignition engine hands down at full throttle when comparing fuel flow. Will be interesting to watch this project especially the weight loss phase.
The average 7.1 GPH over 100 hours is very good but you gotta wait for the whole story. With 260+HP, the Lycs ROC is likely to be better to medium altitudes so you you don't need to spend so long in the climb. We could shut the fuel right off or almost on an EFI Lyc in the descent too if you wanted and you can go LOP even in the climb if you pull the prop back and get below 75%.

Best to compare the diesel against the latest technology and most efficient technique available for the Lyc before drawing any conclusions on actual overall cost savings. Don't forget the price delta either.

That all being said, this is a cool project no matter how the numbers come out. Kudos to all involved with the project.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, Marcotte M-300, IVO, RV6A C-GVZX flying from CYBW since 2003- 418.1 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi.htm


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  #69  
Old 12-13-2017, 07:58 AM
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DanH DanH is offline
 
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Quote:
Originally Posted by rv6ejguy View Post
The average 7.1 GPH over 100 hours is very good but you gotta wait for the whole story. With 260+HP, the Lycs ROC is likely to be better to medium altitudes so you you don't need to spend so long in the climb. We could shut the fuel right off or almost on an EFI Lyc in the descent too if you wanted and you can go LOP even in the climb if you pull the prop back and get below 75%.
Depends on what you call "medium altitude".

Scott's current engine is a experimental mule with about 230 HP. The long term plan is replacement with a new CD-265 (aka a TDIO-304-A on the TCDS), probably with a prop upgrade.

Flown solo, the 540 should initially out-climb the diesel, based on lighter weight and equal thrust. However, any advantage will bleed away rapidly with altitude gain. The turbo diesel will make full rated power to around 10K, and 90% to about 13K.

So, an IO-540 time-to-climb advantage is unlikely if the plan includes going to an efficient cruise altitude, and the diesel will burn less fuel (about 14 GPH) for the duration of the climb.

Look for a feature in Kitplanes. And yes indeed, Scott is to be complimented for his very professional approach to a new installation.
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Last edited by DanH : 12-13-2017 at 08:02 AM.
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  #70  
Old 12-13-2017, 08:23 AM
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mike newall mike newall is offline
 
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On another part of the project, have you had any issues with the propeller, such as surface cracking of the finish near the blade roots ?

Just curious as the power pulses will be a lot firmer than with an IO-540 I am guessing.

I take it the motor is direct drive to the prop.
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