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  #11  
Old 02-28-2018, 12:40 PM
dwranda dwranda is offline
 
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Location: Jamestown,NY
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Quote:
Originally Posted by aturner View Post
Congratulations Dave, what a beast!
Thanks Andy,
I was just SO tired of looking at used engines and saved about 5K over what building one like this would have been.
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9A in progress
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Mattituck TMXIO-360 red gold
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  #12  
Old 02-28-2018, 10:59 PM
dwranda dwranda is offline
 
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I believe it was destiny for me to get this engine because it has my name on it!!
[IMG][/IMG]
Well OK maybe that was the craftsman who built it, but I'm still saying it was meant to be. It is a little sad that the seller had to give up his dream of building, but I told him he will get a ride when I'm done with it.
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  #13  
Old 03-01-2018, 09:36 AM
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airguy airguy is offline
 
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Quote:
Originally Posted by pilot2512 View Post
Probably too late for me, but just curious to what changes are needed for the 360 over the 320 in a -9?
Just paying attention to the CG mostly. You would use a cowl and motor mount for the 7A, your engine control cabling may have to be re-routed, and you'll probably need more oil cooling.

The CG can be adjusted by moving some items aft, like remote-mount avionics and the battery, those can go aft of the baggage compartment easily enough, especially during the build phase. Keep in mind the maximum nose-wheel weight limit of 350 pounds for the 9A - you can adjust the CG by moving things aft but you are still getting more weight up front. Several of the C/G calculation spreadsheets available here on VAF will give you the calculated main and nosewheel weights as well as the CG.

In flight, you just need to keep a close eye on TAS during descents - don't exceed Vne under any circumstances, or Va in rough air. The throttle is one of the control devices the pilot must adjust as needed to keep the airplane within the flight envelope.
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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.

Last edited by airguy : 03-01-2018 at 09:39 AM.
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  #14  
Old 03-01-2018, 03:48 PM
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RickWoodall RickWoodall is offline
 
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Location: Ontario Canada
Posts: 1,337
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Great to hear it worked out. I still remember getting my mattituck. It will take good care of you and reward you with tons of big smiles.

Blue skies.
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Rick Woodall C-GSTT "ghost"
9a -TMX io-320, catto three blade, dynon skyview with a/p. 800+ hrs in 6 yrs flying.

Osh 11,12,15,17. Sun N Fun 2013. Flew to Cali/up pacific to Washington/Vancouver/crossed the Rockies east across Canada. North to Red Deer Alberta and Moosonee Ontario East to Maritimes Canada. South east to Jekyll Isl on atlantic, Cedar Key and Key West too! 5 trips and 15 islands of the Bahamas too! Flown turtles and dogs for Pilots n Paws too. Love our Rv's
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  #15  
Old 03-02-2018, 02:20 PM
rightrudder rightrudder is offline
 
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Location: Laguna Hills, CA
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Quote:
Originally Posted by airguy View Post

In flight, you just need to keep a close eye on TAS during descents - don't exceed Vne under any circumstances, or Va in rough air. The throttle is one of the control devices the pilot must adjust as needed to keep the airplane within the flight envelope.
Shouldn't that be KIAS instead of KTAS?
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You haven't seen a tree until you've seen its shadow from the sky -- Amelia Earhart
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  #16  
Old 03-02-2018, 02:33 PM
rwthompson67 rwthompson67 is offline
 
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Location: Springfield, VA
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Aerodynamic flutter is sensitive to True Airspeed, not Indicated Airspeed.
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  #17  
Old 03-02-2018, 07:37 PM
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airguy airguy is offline
 
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Quote:
Originally Posted by rwthompson67 View Post
Aerodynamic flutter is sensitive to True Airspeed, not Indicated Airspeed.
That's the great thing about todays EFIS screens. I love having the TAS shown right there on the Dynon next to my IAS tape and GS readout. The only time I really fly by IAS is takeoff/landing and I keep a close eye on it during climbout. Cruise and descent are all about TAS.

As pointed out, aerodynamic flutter is a function of TAS - but Va is a function of IAS - know your limits and where you are in relation to them. Aviation, like the sea, is terribly unforgiving of mistakes.
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Greg Niehues - PPSEL, IFR, Repairman Cert.
Garden City, TX VAF 2018 dues paid
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.

Last edited by airguy : 03-02-2018 at 07:43 PM.
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  #18  
Old 03-02-2018, 10:53 PM
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airguy airguy is offline
 
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Quote:
Originally Posted by RV8JD View Post
Several of today's EFIS' have the capability of inputting Vne in terms of TAS, so Redline in terms of IAS is dynamically calculated and shown on the IAS tape. In the screen capture shown below, the RV-8's Vne (230 MTAS) is input in terms of TAS in the SkyView Touch. At the altitude and OAT shown, Redline is shown as 197 MIAS. Also, note how close Vno (Max Structural Cruising Speed) is to Vne. At not much above this altitude, Vne is less than Vno.

Truth.

In reality I have to admit I have the number in my head and focus first on the TAS readout when I know I'm getting close (I have the Skyview also) and ignore the yellow/red tape on the IAS readout. Difference in how we get there, but same result.

All that matters is that you know - not how you know.
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Greg Niehues - PPSEL, IFR, Repairman Cert.
Garden City, TX VAF 2018 dues paid
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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  #19  
Old 03-03-2018, 02:51 PM
rightrudder rightrudder is offline
 
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Quote:
Originally Posted by rwthompson67 View Post
Aerodynamic flutter is sensitive to True Airspeed, not Indicated Airspeed.
Good to know. Thanks!

I'll configure my EFIS to show TAS next time I do a steep dive.
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RV-9A "slider"
Flew to Osh in 2017 & 2018!
Tail number N427DK
Donation made for 2019
You haven't seen a tree until you've seen its shadow from the sky -- Amelia Earhart

Last edited by rightrudder : 03-03-2018 at 02:53 PM.
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