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ofd725(at)yahoo.com
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 Posted: Sat Jun 10, 2006 12:20 pm Post subject: VW Power-plant |
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Gentlemen,
When I bought my series 7 kit, the original owner planned on installing the O-200. So the cowlings/FWF kit was specifically for that engine. Intending on flying this in the Sport class, I felt that in order to get under the gross weight limits, I needed to find a place to lighten the load. The most obvious place to start would be the power-plant. After evaluating cost, weight ease of maintenance, etc. I decided on the VW 2276 w/reduction drive. Now that the engine has been mounted, I discovered that it is approx. 4-4 1/2" shorter than the O-200. The problem is this, with the engine being lighter (approx. 35#), and the engine not cantilevered out as far, how much is this going to affect my W/B. I realize that I can offset the W/B difference with moving the battery under the cowling, etc.. What would be a logical solution (extend the mount, prop extension, re-work the
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roncarolnikko(at)hotmail.
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| Posted: Sat Jun 10, 2006 12:59 pm Post subject: VW Power-plant |
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Hi Gary My worst problem was fabricating a cowling to fit. If the
leading edge of your wing is the datum and the engine is at a specific arm
you can do the math for a lighter engine cg. You could at that point do
another weight and balance for moving the arm of the engine. I took the
simple approach and mounted my VW redrive close to the firewall, battery
behind turtledeck and weighed it. Came in around 13" cg and 660 LB.
Where exactly is your thrust line in relation to floorboard and who made the
mount? Ron NB Or N541KF MIV Speedster Waiting for AW
| Quote: | From: Gary Olson <ofd725(at)yahoo.com>
Reply-To: kitfox-list(at)matronics.com
To: Builder Hotline <kitfox-list(at)matronics.com>
Subject: VW Power-plant
Date: Sat, 10 Jun 2006 13:18:23 -0700 (PDT)
Gentlemen,
When I bought my series 7 kit, the original owner planned on installing
the O-200. So the cowlings/FWF kit was specifically for that engine.
Intending on flying this in the Sport class, I felt that in order to get
under the gross weight limits, I needed to find a place to lighten the
load. The most obvious place to start would be the power-plant. After
evaluating cost, weight ease of maintenance, etc. I decided on the VW 2276
w/reduction drive. Now that the engine has been mounted, I discovered that
it is approx. 4-4 1/2" shorter than the O-200. The problem is this, with
the engine being lighter (approx. 35#), and the engine not cantilevered out
as far, how much is this going to affect my W/B. I realize that I can
offset the W/B difference with moving the battery under the cowling, etc..
What would be a logical solution (extend the mount, prop extension, re-work
the cowling to fit the shorter engine, try a different cowling, ???). Any
thoughts? I am waiting to hear back
from John McBean on this as well. Thanks.
Gary Olson
Oshkosh
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noelloveys(at)yahoo.ca
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| Posted: Sun Jun 11, 2006 4:54 am Post subject: VW Power-plant |
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I would expect the best thing to do is to weigh the plane and work out the CG. Then you will know more about how much correction you will have to design. You may just have to rebuild the engine mount.... That's what they did on the turbo prop planes.
Noel [quote]
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kirkhull(at)sbcglobal.net
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| Posted: Sun Jun 11, 2006 5:17 am Post subject: VW Power-plant |
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When I installed the Suberu engine I did just that . found out just where the CG was and corrected from there. I just had to move the bat to the tail. much easier then changing the engine mounts. another thought, prop spacers are cheap and easy
[quote] --
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noelloveys(at)yahoo.ca
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| Posted: Sun Jun 11, 2006 7:05 am Post subject: VW Power-plant |
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The only issue I have with moving a battery to the tail is that you are putting a big weight right over the tail wheel spring. While the battery in the tail does balance the aircraft as a unit it also increased the mass the tail spring must endure during the inertial impact of landing.
Compare it to loading a canoe... you can put a good load in a canoe if it is mostly based in the centre. If you load a canoe heavily at both ends it will still float level on the water but it won't be able endure the same rough water as a canoe loaded in the centre. A canoe with the bow and stern loaded will cut through waves only until the waves are as high as the gunwales.. The canoe loaded in the centre will allow the bow and stern to rise with the waves instead of butting through and so take a much bigger wave without swamping.
The same thing to an extent is true with a plane. The mass of a big battery over the tail wheel must be stopped from falling by the tail spring. That same mass in the tail will also change the way the plane recovers from some manoeuvres like stalls.
I would certainly move a battery, or any other device to effect a CG but only to an extent. Perhaps a maximum of 1/3 the distance between the optimal CG and the tail.
Noel [quote]
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asq1(at)adelphia.net
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| Posted: Sun Jun 11, 2006 7:25 am Post subject: VW Power-plant |
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Noel,
I had to but my battery back near the tail and the ELT about on top of the mainspring. Flattened my tailspring after a few hours. Went to a Grove aluminum spring and no problems for the last 300+ hours. Larry Huntley
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nebchmp(at)wcc.net
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| Posted: Sun Jun 11, 2006 7:25 am Post subject: VW Power-plant |
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Gary,
If you haven't made a purchase yet you might check out RevMaster's latest engine. Its a VW engine modified specifically toward aircraft. Engineered thrust bearing, no PSRU and some other good points.
Norm.
http://www.revmasteraviation.com/products/under_development/index.htm
| Quote: | <>"I decided on the VW 2276 w/reduction drive".
</> |
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noelloveys(at)yahoo.ca
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| Posted: Sun Jun 11, 2006 8:48 am Post subject: VW Power-plant |
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When my father broke the tail spring on his VJ22 Sportsman countless times for the same reason there were no aluminium springs available. He fitted a 125 Hp lyc tractor in the place of a ~60 Hp Conti pusher. I always said the engine was about 9" to a foot too far foreword.
Noel [quote]
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