Author: "kempaj" <JKEMPA@...> Time: Fri Nov 1, 2002 5:09 pm PST Link
Hi everyone,
I'm a long-time RV fan and am finally in the position to be able to
buy one. I'm getting pretty serious about an RV-4 in my area fitted
with a Lycoming IO-360-C1-E6 ("angle valve 360").. now I know amoung
the experimenter crowd this is quite a normal engine, but it does
produce 200hp (and boy is it quick!).
Here's my questions:
On insurance, I've notcied that a couple RV-friendly carriers specify
that they will only ensure engine/airframe combos as specified by
Van - the airplan I'm looking at narrowly falls outside this category
given that it has 200hp. Does anyone see insurance availability
problems given this setup (liability + hull)??? I'm sure I'll find
out on Monday when I can get in touch with a few places and get some
quotes, but I'm curious to hear other owners & builders stories here.
My other question is on props... this particular airplane has a
nearly new Sensenich 71x84 wood prop. I though that the pitch was a
bit more than normal, so I asked the owner who put the prop on there.
His explanation was that Sensenich reccomended a higher pitch given
the speed range an RV-4 can handle (i.e., you don't want to have
something that has too high of a static RPM). I know with a larger
powerplant like the -360, a const speed prop would be best, but is
there anyone who can vouch for the above setup? Test flying the
aircraft, 2400rpm produced a little over 170mph indicated at 3000',
and with throttle opened to engine redline, we got up over 210mph
indicated (it would have gone past redline...). Obviously I'd prefer
to conduct a cruise speed test a bit higher up to get a better feel
for this, but circumstances for this demo flight prevented that.
Again, if anyone can share some wisdom in these areas I'd appreciate
it.
Regards,
Jesse Kempa
Author: "kempaj" <JKEMPA@...> Time: Fri Nov 1, 2002 5:12 pm PST Link
PS: My apologies on the lousy spelling, meant to check over my
message but forgot to preview it before sending!!!
--- In RV-4@y..., "kempaj" <JKEMPA@a...> wrote:
> Hi everyone,
>
> I'm a long-time RV fan and am finally in the position to be able to
> buy one. I'm getting pretty serious about an RV-4 in my area fitted
> with a Lycoming IO-360-C1-E6 ("angle valve 360").. now I know
amoung
> the experimenter crowd this is quite a normal engine, but it does
> produce 200hp (and boy is it quick!).
Author: "Jeff Hall" <jhallrv4@...> Time: Sat Nov 2, 2002 8:35 am PST Link
My 180hp RV4 has a Sensenich FP metal prop, pitched at 85", full
throttle is 2700rpm...perfect. (Static runup is only 2130rpm at
5000' elevation airport) With only 4 pistons, pounding away at
200hp, I'd sure want to check the torque of the prop bolts
regularly. And make sure there isn't any elongation of the holes. In
the old days they used wood props with high horsepower engines, but
the mating surface of the wood to metal was much greater! I wouldn't
be surprised if you found charring of the wood.
Jeff
--- In RV-4@y..., "kempaj" <JKEMPA@a...> wrote:
>
> My other question is on props... this particular airplane has a
> nearly new Sensenich 71x84 wood prop. I though that the pitch was
a
> bit more than normal, so I asked the owner who put the prop on
there.
> His explanation was that Sensenich reccomended a higher pitch
given
> the speed range an RV-4 can handle (i.e., you don't want to have
> something that has too high of a static RPM). I know with a larger
> powerplant like the -360, a const speed prop would be best, but is
> there anyone who can vouch for the above setup? Test flying the
> aircraft, 2400rpm produced a little over 170mph indicated at
3000',
> and with throttle opened to engine redline, we got up over 210mph
> indicated (it would have gone past redline...). Obviously I'd
prefer
> to conduct a cruise speed test a bit higher up to get a better
feel
> for this, but circumstances for this demo flight prevented that.
>
> Again, if anyone can share some wisdom in these areas I'd
appreciate
> it.
>
> Regards,
>
> Jesse Kempa
Author: "Rob Ray" <smokyray@...> Time: Mon Nov 4, 2002 10:16 am PST Link
Hi Jesse;
There are two IO-360's, the angle valve A1B6 with counterweighted
crank, heavier cyls and big, wierd single magneto ala H2AD's. The
other is the IO-360 A1A which is paralell valve, weighs 15 lbs less
and produces 180HP (stock). The latter is a "Van's approved" engine
for the RV4, however, who cares whether it's an A1A or A1B6, it's an
IO-360 and there are alot of RV4's out there set-up this way. If
youre serious, buy a constant speed prop, I like the whirlwind and
be done with it. Also, try AUA insurance, they are RV friendly.
RR
--- In RV-4@y..., "kempaj" <JKEMPA@a...> wrote:
> Hi everyone,
>
> I'm a long-time RV fan and am finally in the position to be able
to
> buy one. I'm getting pretty serious about an RV-4 in my area
fitted
> with a Lycoming IO-360-C1-E6 ("angle valve 360").. now I know
amoung
> the experimenter crowd this is quite a normal engine, but it does
> produce 200hp (and boy is it quick!).
>
> Here's my questions:
>
> On insurance, I've notcied that a couple RV-friendly carriers
specify
> that they will only ensure engine/airframe combos as specified by
> Van - the airplan I'm looking at narrowly falls outside this
category
> given that it has 200hp. Does anyone see insurance availability
> problems given this setup (liability + hull)??? I'm sure I'll find
> out on Monday when I can get in touch with a few places and get
some
> quotes, but I'm curious to hear other owners & builders stories
here.
>
> My other question is on props... this particular airplane has a
> nearly new Sensenich 71x84 wood prop. I though that the pitch was
a
> bit more than normal, so I asked the owner who put the prop on
there.
> His explanation was that Sensenich reccomended a higher pitch
given
> the speed range an RV-4 can handle (i.e., you don't want to have
> something that has too high of a static RPM). I know with a larger
> powerplant like the -360, a const speed prop would be best, but is
> there anyone who can vouch for the above setup? Test flying the
> aircraft, 2400rpm produced a little over 170mph indicated at
3000',
> and with throttle opened to engine redline, we got up over 210mph
> indicated (it would have gone past redline...). Obviously I'd
prefer
> to conduct a cruise speed test a bit higher up to get a better
feel
> for this, but circumstances for this demo flight prevented that.
>
> Again, if anyone can share some wisdom in these areas I'd
appreciate
> it.
>
> Regards,
>
> Jesse Kempa