campipilot
Member
I’m wondering how the UL power turbo would do….hummmm?
Thoughts??
Thoughts??
If the engine actually transfers 220 hp to the propeller, it would obviously be adequate power.
The long term reliability / service life is still a question to some degree because there isn't a very big fleet to gain experience history from, particularly for this new engine model.
Aside from that, the biggest challenge would be dealing with the weight delta between the recommended engines and the UL engine.
The airplane in its current form has (purposely by design) fabulous over the nose visibility in flight and on the ground. The value of this on a back country type airplane can not be understated.
There is no way I would give that up, to end up with something like this....
Gotta wonder how the RV-15 take off and landing performance will compare with the Helio? Turbine or Piston
So the question is how the production RV15 will do? Will Vans go for 390 hp io720 in the -15 or something more reasonable?
So the question is how the production RV15 will do? Will Vans go for 390 hp io720 in the -15 or something more reasonable?
I think you might be getting mixed up the test engine is an io-390 not a 390hp engine.
The io-390 is in line with other models like the RV-14 but it some interviews it sounds like in the 15 they are getting a bit more power in the 230hp range probably because you can design stuff for a bit more power when you aren’t as concerned about drag with a 140kt target cruise speed vs 180kt.
The io-390 is in line with other models like the RV-14 but it some interviews it sounds like in the 15 they are getting a bit more power in the 230hp range probably because you can design stuff for a bit more power when you aren’t as concerned about drag with a 140kt target cruise speed vs 180kt.
Will Vans go for 390 hp io720 in the -15...?
Hearing rumours of Rotax releasing a 160HP version of their 4 cylinder engine 915 turbo charged engine (916). So 135HP continuous and 160 HP for 5 mins at take off. The engine will weight about 120 lbs less than IO 390. So you could probably expect same performance or better on RV15 at 8000 ft and above.
Take off probably a bit slower off the ground but probably not a lot given the weight savings
Is there anybody on here with experience with the UL engines. I’m thinking that UL520T might be a good fit for the RV 15. Any thoughts or experience with their engines here?
Fingers crossed.I’m wondering if there will be enough room for a Continental IO360. 210 hp. 6 cyl smoothness. About same dry weight IO-390.
Personally I would stay clear of UL Power. I know about the UL520. Not failure with turbo charged version UL520T except for what is on their web page I can say the effective HP or thrust from their engines in not as advertised. It is a complaint of many. They get their claimed HP at 3200 RPM. It is direct drive and that is too much RPM for Prop efficiency. The special prop they use can only do so much. Also it burns as much or more fuel as a Lyc, on HP to Gallon basis.
What is Van's RV-15 engine: "Lycoming IO-390 four-stroke powerplant, driving a 80-inch Hartzell Propeller Trailblazer three-blade, constant-speed propeller. The Lycoming O-360 will be an option." Stick with that, unless you want to make your own engine mount and custom intake, exhaust. deal with a 100 custom design and system installation design and fabrication. More build time for sure.
The UL Power advertised power is optimistic with rated HP by a good bit. I know of an RV7 with UL520 engine. The custom engine mount, CG issues. slower speeds (more like a 160HP) while burning same GPH. Not impressive. In 2019 prices a Lycoming was $10,000 less than UL Power. Now they are about the same. Stick with what Van suggests and has designed the plane for.
Prop on UL is either fixed or a very expensive AIRMASTER electric prop ($15,000) made om Australia. Have a problem good luck. UL power it also made far away in Europe. Give me a Lyc and Hartzell Hydraulic Prop.
Early models of the UL520 had piston and cylinder issues. There is Facebook group for UL Power. There are some pictures of broke internal parts. They sold engines with CAST pistons. They failed. I believe they are using forged pistons now.
If it's ain't Lycoming I ain't going. 3 years ago Lyc prices were $25K to $36K new the UL520 was $38,000 rated at 200HP but really makes 180HP or less. The UL530T I guess is $48,000. Why? More time and Work to build deviating from plans, lower performance and more cost. Why?
That is good to know. I would reserve judgement on any engine until it has flow for 100's of hours or better 1000's of hours. I also would not buy an engine until I talked to person that flies it with real flight test data collected. Better still fly the plane with that engine. I don't mean someone who bought it and has it in a crate on their hanger floor or hanging on their project yet to fly.The horsepower is rated differently on the turbo “220 hp @ 2700 rpm up to 15000 ft“ from their website. The 390 thunderbolt is over $60k today, while the 520T is still in the 48k range. I forget my source but fuel burn should be very comparable to 390. Don’t remember if that was a testimonial or using their numbers. What’s a constant speed prop cost? I thought they were in the 12k+ range anyway. It will be a more difficult install, unless it’s supported by vans which is certainly my hope. The added weight of the turbo really helps bring in the CG. I think most of the points you make are just a little dated and you don’t give it any credit for the improved performance up high. These are the opinions I want to hear though so thank you. Another big piece of info we’re missing is what the Vne will be on this airframe. Then we’ll know if we can take advantage of that turbo up high to help a slower plane kill it cross country. There’s certainly a lot to consider.