"and now, the rest of the story"
As Dan (who has flow in my airplane) has stated, speed and energy management---I get it. I fly all three of the A320 models for my day job.
My request was for information, which the first reply provided, the rest of you just assumed you knew better. I promised when I first posted that I would include the good and the bad. Well, this is one of the issues that I've been searching for an answer to and its a two fold problem.
First,---The prototype engine I have runs at 2200RPM inflight- ALL THE TIME. The MTV-9 is set up to absorb all 230HP at approx. 2150 rpm statically. Think about that for a second..................... have you figured it out yet? Answer-- The static thrust is significant!
The Rv-10 is a slick airframe compared to the C182 that has used this type engine. When you compare my prop to the MTV-12, that any of you may be using, the blades are bigger. So slowing this thing down is more jet like. When power is reduced to idle, you
coast for a while as the speed bleeds off. Planning is required for a stabilized approach.
Second----This is an air cooled diesel, if the CHTs get TOO COLD, the auto light function may not work and the pilot WILL start sweating. The lowest temps I've seen so far here in Georgia was 30F. It started first time using the glowplugs and didn't miss a beat inflight because the CHT never dropped below the min. inflight temp. Now, if you were flying in the high teens in MN in the winter and pulled it to idle and left it there--shock cooling may be the least of your worries.
The above two reasons are why I am interested in talking to someone who has installed the speedbrakes.
A little added drag in the pattern or when asked to expedite the descent by ATC would be a good thing. The production CD-265 is planned to operate at a different max rpm, so issue number one will be less of a problem. But the shock cooling and auto ignition will need to be watched.
I have flow this engine for 100 hours and have come to understand it. It's not a Lycoming- that's for certain. Even if my performance numbers don't eventually equal up to or exceed that of a 540 powered -10, that's fine with me.
I love the smell of Jet fuel in the morning.