Good morning,
does anybody hve experience with the UL Power 520i/is/isa on a RV7-A?
The engine looks interesting to me as they guarantee the use of automotive fuel with up to 15% Ethanol. I visited their factory in Brügge last year. They received me with open arms, showed me their professional production line for all alluminum parts, explained the history, showed me the inverted oil solution and so on.
My present concerns are:
a) not yet proven to proposed TBO
b) Which propeller for aerobatic use? The engines were initially planned for higher RPM (3000) to get the power and have no oilsupply to adjust the prop. They recommended electric adjustable Airmasters with whirlwind blades.
c) the inital price offer by the german representative for the 6 cylinder ULP 520i was almost double than the standard Lycoming. This is most probably caused by the fact that they are milling almost everything as they had bad experiences with casting.
d) They have a closed software FADEC/ECU not allowing to be adjusted/fine tuned by the owner.
e) aerobatic use. The earlier manuals stated that they require an in house inspection after 25 flight hours on aerobatics. The spoken word was that this is not necessary any more "as long as you have a good watch on the oil pressure.."
Does anyone in this forum fly or did fly this engine or have a real "hands on" experience and could share this?
Thank you
Patrick
does anybody hve experience with the UL Power 520i/is/isa on a RV7-A?
The engine looks interesting to me as they guarantee the use of automotive fuel with up to 15% Ethanol. I visited their factory in Brügge last year. They received me with open arms, showed me their professional production line for all alluminum parts, explained the history, showed me the inverted oil solution and so on.
My present concerns are:
a) not yet proven to proposed TBO
b) Which propeller for aerobatic use? The engines were initially planned for higher RPM (3000) to get the power and have no oilsupply to adjust the prop. They recommended electric adjustable Airmasters with whirlwind blades.
c) the inital price offer by the german representative for the 6 cylinder ULP 520i was almost double than the standard Lycoming. This is most probably caused by the fact that they are milling almost everything as they had bad experiences with casting.
d) They have a closed software FADEC/ECU not allowing to be adjusted/fine tuned by the owner.
e) aerobatic use. The earlier manuals stated that they require an in house inspection after 25 flight hours on aerobatics. The spoken word was that this is not necessary any more "as long as you have a good watch on the oil pressure.."
Does anyone in this forum fly or did fly this engine or have a real "hands on" experience and could share this?
Thank you
Patrick
