X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from qmta10.emeryville.ca.mail.comcast.net ([76.96.30.17] verified) by logan.com (CommuniGate Pro SMTP 6.0.8) with ESMTP id 6725004 for flyrotary@lancaironline.net; Sun, 09 Feb 2014 13:38:44 -0500 Received-SPF: pass receiver=logan.com; client-ip=76.96.30.17; envelope-from=hoursaway1@comcast.net Received: from omta20.emeryville.ca.mail.comcast.net ([76.96.30.87]) by qmta10.emeryville.ca.mail.comcast.net with comcast id QJYT1n0021smiN4AAJe9xG; Sun, 09 Feb 2014 18:38:09 +0000 Received: from sz0081.ev.mail.comcast.net ([76.96.40.137]) by omta20.emeryville.ca.mail.comcast.net with comcast id QJe81n00J2xZMJ48gJe8og; Sun, 09 Feb 2014 18:38:08 +0000 Date: Sun, 9 Feb 2014 18:38:08 +0000 (UTC) From: hoursaway1@comcast.net To: Rotary motors in aircraft Message-ID: <911154856.14067.1391971088735.JavaMail.root@sz0081a.emeryville.ca.mail.comcast.net> In-Reply-To: Subject: Re: [FlyRotary] Re: Fwd: Fwf weight MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_Part_14066_1192816743.1391971088734" X-Originating-IP: [::ffff:68.61.195.232] X-Mailer: Zimbra 6.0.13_GA_2944 (ZimbraWebClient - FF3.0 (Win)/6.0.13_GA_2944) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=comcast.net; s=q20121106; t=1391971089; bh=LnXejKfKTOmWdzuVRi2I+tIpwJZ1W7AtgD4Fd4Gzl/4=; h=Received:Received:Date:From:To:Message-ID:Subject:MIME-Version: Content-Type; b=SCRlZA//FNoFQugndtf3a6AI+JofqqasxDiy5S7gdEEbmSqnaKVzBg1BLOy65KY5K fjU5CN8BTXFqpSjbDJUhFZ3lsdtlcIUhe/eBXC7CWpG9dk6j9A7u7kH3ViIT95YlKQ D7RxSZpHW0DHopIiOcAeLoMQTnvh1DQYB/+26hYlonDjEjwgj3aDnadJ2Z1q2rPXwY LikBjcK7FuVVbEdNV+a9UB2bgtxSdA2Qms3W0f2n0FtxK0a//zoeMOZ2sBMfufDtce nRj4cpEAS7+mSsD8EY1ZO+NtlMN54jhCLgN8VR7V1hsUGi02B9/ZkTwi41bQ2EHJIG NVym+T99AUyCQ== ------=_Part_14066_1192816743.1391971088734 Content-Type: text/plain; charset=utf-8 Content-Transfer-Encoding: 7bit We came in at 1130, RV6A Rotary ( non match drilled, old kit ) extras include; autopilot, sound deadening rubberized insulation, strobe power supplies in wingtips, main gearleg stiffeners, rear baggage floor doors for storage, Ivo three blade w/elect. in flight adjust & constant speed computer, 1/2 gal. coolant overflow jug ( for testing, will go smaller later ), Piper style elect. jumper cable plug & aprox. 2' #4 cable, Dynon large screen w/AOA pitot & compass module, under panel floor lighting & baggage area lighting, thats all I can think of right now. DAVID RV6A ROTARY 13B snow snow snow & I do not stuutteerr. ----- Original Message ----- From: shipchief@aol.com To: "Rotary motors in aircraft" Sent: Sunday, February 9, 2014 11:55:53 AM Subject: [FlyRotary] Re: Fwd: Fwf weight I didn't weigh my engine, as it was never complete as I assembled it and it's systems onto the aircraft. Then one day it was done (well, it could run continuously without overheating) However, we all weigh & balance our planes before certification, and my RV-8 weighed just under 1100 lbs. It's probably gaining weight as I add stuff, but for an initial weight, it's very standard for an RV-8 with a Lycoming O-360 & constant speed prop. For reference, my engine is a 13BT with a TO-4e turbocharger on a short 321 stainless tube exhaust manifold. I have a Paul Lamar lower intake manifold, on which I welded a full 4 tube w/ plenum intake. A Griffin Aluminum radiator for a car is mounted under the oil pan. It all sits on a Fred Breese mount. By the way, what happened to Fred? I was pleased that the weight is reasonable, I put a lot of work into finding 'lightness' m -----Original Message----- From: Charlie England To: Rotary motors in aircraft Sent: Sun, Feb 9, 2014 7:53 am Subject: [FlyRotary] Re: Fwd: Fwf weight I wish I'd weighed my O-320 Lyc installation when I had it off the -4 for a top overhaul, but it just didn't occur to me at the time. The firewall portion of my mount (without the gear legs) weighs 15 lbs, so that makes 325 lbs plus any added weight for the muffler. I might be able to offset most of the muffler weight by building a stainless manifold; the stock portion on the engine weighs 9.3 lbs. The radiator & duct weighs 8.7 lbs, with just over a pound for its mounting brackets. I forgot to separately weigh the oil cooler/duct/mount, but it's not light. The engine mount adapters are massively over built, but the combined weight of all three plus the 'V' that ties the top mount to the main mount is just over 7 lbs. I remember you thinking that your installation could have been lighter without the stainless coolant lines. I suppose I shouldn't be too disappointed with this weight, but I had this vague hope of coming in under 300 lbs. Doesn't seem possible unless much lighter heat exchangers are available. Anyone manage to hit the 300 mark (without the firewall portion of the mount, of course)? Charlie On 2/9/2014 6:31 AM, Ed Anderson wrote: > Charlie, my FWF installation weighed in a 340 lbs that included > everything including the motor mount (did not include prop). Included > Engine, Gear box, starter, two radiators, oil cooler, ducting, exhaust > header (no muffler) and intake manifold. It also include a bunch of > heavy -16 stainless steel braid radiator hoses and smaller oil and > fuel lines (all SS braid) and their heavy fittings. It also include > my small header tank and oil/air separator (since removed). > > Ed > > > -----Original Message----- From: Charlie England > Sent: Saturday, February 08, 2014 11:12 PM > To: Rotary motors in aircraft > Subject: [FlyRotary] Fwd: Fwf weight > > Anyone else weigh their installation? I'd like to know how this compares. > > This is dry weight, including all the mount adapter hardware that isn't > attached to the firewall, Richard's OMP adapter & OMP, intake manifold > (not including the sheet aluminum cover for the plenum), both heat > exchangers/diffusers, almost all the engine plumbing, and the 'core' of > the stock exhaust manifold (fairly heavy). It does not include a muffler > (6 lbs for the Aeroturbine AT2525) or the associated stainless tubing. I > even threw on a couple of plastic reservoirs to account for coolant & > 2stroke oil tanks. To be realistic, I'll probably need to add another > 10-15 lbs, minimum. > > Charlie -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.html ------=_Part_14066_1192816743.1391971088734 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable <= div style=3D'font-family: Arial; font-size: 12pt; color: #000000'>We came i= n at 1130, RV6A Rotary  ( non match drilled, old kit ) extras include;=   autopilot, sound deadening rubberized insulation, strobe power suppl= ies in wingtips, main gearleg stiffeners, rear baggage floor doors for stor= age, Ivo three blade w/elect. in flight adjust & constant speed compute= r, 1/2 gal. coolant overflow jug ( for testing, will go smaller later ), Pi= per style elect. jumper cable plug & aprox. 2' #4 cable, Dynon large sc= reen w/AOA pitot & compass module, under panel floor lighting & bag= gage area lighting, thats all I can think of right now.  DAVID RV6A RO= TARY 13B snow snow snow & I do not stuutteerr.

From: shipchief@aol.com
To: "Rotary motors in aircraft" &= lt;flyrotary@lancaironline.net>
Sent: Sunday, February 9, 2014= 11:55:53 AM
Subject: [FlyRotary] Re: Fwd: Fwf weight

I didn't weigh my engine, as it was never complete as I = ;assembled it and it's systems onto the aircraft. Then one day it was = done (well, it could run continuously without overheating)
However, we all weigh & balance our planes before certification, a= nd my RV-8 weighed just under 1100 lbs.
It's probably gaining weight as I add stuff, but for an initial weight= , it's very standard for an RV-8 with a Lycoming O-360 & constant = speed prop.
For reference, my engine is a 13BT with a TO-4e turbocharger on a shor= t 321 stainless tube exhaust manifold. I have a Paul Lamar lower intake man= ifold, on which I welded a full 4 tube w/ plenum intake. A Griffin Alu= minum radiator for a car is mounted under the oil pan.
It all sits on a Fred Breese mount.
By the way, what happened to Fred?
I was pleased that the weight is reasonable, I put a lot of work into = finding 'lightness'
m
-----Original Message-----
From: Charlie England <ceengland7@gmail.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Sun, Feb 9, 2014 7:53 am
Subject: [FlyRotary] Re: Fwd: Fwf weight

I wish I'd weighed my O-320 Lyc installa=
tion when I had it off the -4=20
for a top overhaul, but it just didn't occur to me at the time.

The firewall portion of my mount (without the gear legs) weighs 15 lbs,=20
so that makes 325 lbs plus any added weight for the muffler. I might be=20
able to offset most of the muffler weight by building a stainless=20
manifold; the stock portion on the engine weighs 9.3 lbs. The radiator &=
;=20
duct weighs 8.7 lbs, with just over a pound for its mounting brackets. I=20
forgot to separately weigh the oil cooler/duct/mount, but it's not=20
light. The engine mount adapters are massively over built, but the=20
combined weight of all three plus the 'V' that ties the top mount to the=20
main mount is just over 7 lbs.

I remember you thinking that your installation could have been lighter=20
without the stainless coolant lines. I suppose I shouldn't be too=20
disappointed with this weight, but I had this vague hope of coming in=20
under 300 lbs. Doesn't seem possible unless much lighter heat exchangers=20
are available. Anyone manage to hit the 300 mark (without the firewall=20
portion of the mount, of course)?

Charlie

On 2/9/2014 6:31 AM, Ed Anderson wrote:
> Charlie, my FWF installation weighed in a 340 lbs that included=20
> everything including the motor mount (did not include prop).  Included=
=20
> Engine, Gear box, starter, two radiators, oil cooler, ducting, exhaust=
=20
> header (no muffler) and intake manifold.  It also include a bunch of=
=20
> heavy -16 stainless steel braid radiator hoses and smaller oil and=20
> fuel lines (all SS braid) and their heavy fittings.  It also include=
=20
> my small header tank and oil/air separator (since removed).
>
> Ed
>
>
> -----Original Message----- From: Charlie England
> Sent: Saturday, February 08, 2014 11:12 PM
> To: Rotary motors in aircraft
> Subject: [FlyRotary] Fwd: Fwf weight
>
> Anyone else weigh their installation? I'd like to know how this compar=
es.
>
> This is dry weight, including all the mount adapter hardware that isn'=
t
> attached to the firewall, Richard's OMP adapter & OMP, intake mani=
fold
> (not including the sheet aluminum cover for the plenum), both heat
> exchangers/diffusers, almost all the engine plumbing, and the 'core' o=
f
> the stock exhaust manifold (fairly heavy). It does not include a muffl=
er
> (6 lbs for the Aeroturbine AT2525) or the associated stainless tubing.=
 I
> even threw on a couple of plastic reservoirs to account for coolant &a=
mp;
> 2stroke oil tanks. To be realistic, I'll probably need to add another
> 10-15 lbs, minimum.
>
> Charlie


--
Homepage:  http://w=
ww.flyrotary.com/
Archive and UnSub:   http://mail.lancaironline.net:81/lists/f=
lyrotary/List.html
------=_Part_14066_1192816743.1391971088734--