building.. What would you choose?
I agree Poteroo with your figures - not surpassing since VNN is sister ship to yours and we did our homework well. I have got lazy however and now lean in cruise to give hottest CHT of 390 degrees with same results you quote. Esperance to Ceduna non-stop (via the coast) nil wind no problem with standard 9A tanks.
Cheers
Cheers
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just had the calculator out for the last few hrs,
The numbers add up well for an RV10! thinking kids etc in the next 2 to 5 years as well. (as i have been informed by the other half)
with the $75,000 SMA Diesel (actual USD) burning 7-10Gph. for 230Hp to 10,000ft.
the SMA is $25K more than a nice IO540, but over 2000hrs, fuel burn saving are approx $60K! engine TBO is 2400hrs..
How well do RV10's perform with 230Hp? (up to 10Kft)
according to the Vans website, speeds are in the order of 5mph slower. but you do gain a few miles in range.
The numbers add up well for an RV10! thinking kids etc in the next 2 to 5 years as well. (as i have been informed by the other half)
with the $75,000 SMA Diesel (actual USD) burning 7-10Gph. for 230Hp to 10,000ft.
the SMA is $25K more than a nice IO540, but over 2000hrs, fuel burn saving are approx $60K! engine TBO is 2400hrs..
How well do RV10's perform with 230Hp? (up to 10Kft)
according to the Vans website, speeds are in the order of 5mph slower. but you do gain a few miles in range.
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what fuel range options are there for an RV10, as well as the 7, wing tip tanks? modified main tanks?
the Virus has 100ltrs standard, but optioned to 200ltrs, but had to be built at the factory as the wing has to be layed up and manufatured differently.
the Virus has 100ltrs standard, but optioned to 200ltrs, but had to be built at the factory as the wing has to be layed up and manufatured differently.
Last edited by Ultralights; 18th Sep 2013 at 23:56.
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UL
The SMA story has been done to death in the RV community, and it does not stack up, and the weight is much more etc. The forward CofG issue is definately an issue, trust me, I have two batteries down the back, and one up the forward CofG is easily found.
As for fuel savings, well they are not much, and the overhaul or repair issue is not good, and the concept of a TC coupling or something effectively giving you a flame out is sub optimal as well. Beats me how they get them in a certified plane.
If you are thinking an RV10, IFR and done properly, please ignore the Vans costs, they are bare bones and under priced (out of date) and not landed in Oz. Your budget needs to be around $220K +/- $30K depending on a lot of variables.
Give me a call.
And yes Jack Ranga can tell you all about his RV10-MRTT aircraft. I think it has drogues and a boom........
The SMA story has been done to death in the RV community, and it does not stack up, and the weight is much more etc. The forward CofG issue is definately an issue, trust me, I have two batteries down the back, and one up the forward CofG is easily found.
As for fuel savings, well they are not much, and the overhaul or repair issue is not good, and the concept of a TC coupling or something effectively giving you a flame out is sub optimal as well. Beats me how they get them in a certified plane.
If you are thinking an RV10, IFR and done properly, please ignore the Vans costs, they are bare bones and under priced (out of date) and not landed in Oz. Your budget needs to be around $220K +/- $30K depending on a lot of variables.
Give me a call.
And yes Jack Ranga can tell you all about his RV10-MRTT aircraft. I think it has drogues and a boom........
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I can't tell you who engineered my long range tanks (
) I can tell you they were professionally engineered & destruction tested. They will be over 8 hours, reserves on top @ around 170kts IAS.
They aren't tip tanks. I don't get any financial benefit from these. If you are building a standard build vans and want more info, PM me.
) I can tell you they were professionally engineered & destruction tested. They will be over 8 hours, reserves on top @ around 170kts IAS.They aren't tip tanks. I don't get any financial benefit from these. If you are building a standard build vans and want more info, PM me.
Ultralights
Suggest you join Doug Reeves' Vansairforce site - Van's Aircraft RV Builder Forums and News. ¯¯VAF¯¯ and use the search function for 'long range tanks' or 'extended fuel tanks' or similar. Hundreds of threads - some with good links to commercial builders - others to sole private builders who have included extra tanks during build. Most give at least another 150-180 mins flying time.
happy days,
Suggest you join Doug Reeves' Vansairforce site - Van's Aircraft RV Builder Forums and News. ¯¯VAF¯¯ and use the search function for 'long range tanks' or 'extended fuel tanks' or similar. Hundreds of threads - some with good links to commercial builders - others to sole private builders who have included extra tanks during build. Most give at least another 150-180 mins flying time.
happy days,
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you want range!!!
hunt out Jon Johansen. he does a totally wet wing.
2,100 nautical mile range in still air in his Rv4
he was trying to make a business of the RV wing mods.
hunt out Jon Johansen. he does a totally wet wing.
2,100 nautical mile range in still air in his Rv4
he was trying to make a business of the RV wing mods.
Jon's totally wet wing RV4 was last seen in the Port Adelaide Aviation Museum. My chat with Jon at Temora revealed that it was past its used-by date due to many signs of stretched rivets. He said it needed a new wing built but it wasn't economic, hence finding its way to the museum. I don't know if it is still there as they were shaking the tin for donations in order to keep it.
Upshot is, the wet wing was built for record breaking - not commuting or general use. It's hard enough to seal a standard fuel tank properly...
I'd recommend building as standard an RV as you can if your ambition is to finish it and fly it. Forget diesels and wet wings and things - they will only cause grief and delay and possibly abandonment.
I am looking forlornly at my (probably not) half-built RV-8 and wondering if I can afford to keep it. I really need a kick up the arse to crack on with it, but the price of fuel, medicals and general administrative bollocks pertaining to flying depresses me a lot.
(Woe is me...)
Upshot is, the wet wing was built for record breaking - not commuting or general use. It's hard enough to seal a standard fuel tank properly...
I'd recommend building as standard an RV as you can if your ambition is to finish it and fly it. Forget diesels and wet wings and things - they will only cause grief and delay and possibly abandonment.
I am looking forlornly at my (probably not) half-built RV-8 and wondering if I can afford to keep it. I really need a kick up the arse to crack on with it, but the price of fuel, medicals and general administrative bollocks pertaining to flying depresses me a lot.
(Woe is me...)
Last edited by Andy_RR; 23rd Sep 2013 at 12:18.
By the way, the RV-8 is the most efficient RV at the speeds most people like to fly. Even the RV-9 doesn't match it and the RV-14 is a definite guzzler...
Look at how much power is required to achieve your favorite cruise speed.
(all data is ex-Van's website)
Look at how much power is required to achieve your favorite cruise speed.
(all data is ex-Van's website)
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no not me. (the yellow machine at narromine)
(who the hell paints aeroplanes yellow
)
jabawokky if a piece of round wire can have the same drag as an entire aerofoil surely there is more to it than just frontal area?????
(who the hell paints aeroplanes yellow
)jabawokky if a piece of round wire can have the same drag as an entire aerofoil surely there is more to it than just frontal area?????
Last edited by dubbleyew eight; 24th Sep 2013 at 00:08.
Yes, there is. When you're flying fast, wing area = drag, fancy aerofoils or not.
The RV-9 has 124 ft^2, the RV-7 121 ft^2 whereas the RV-8 has only 116 ft^2
The induced drag advantage of the higher aspect ratio wing on the -9 isn't much of a gain when you're a long way past best L/D anyway. Neither is the fancy foil, since Re is high and alpha is low and a riveted Al wing will never ever be laminar.
The RV-9 has 124 ft^2, the RV-7 121 ft^2 whereas the RV-8 has only 116 ft^2
The induced drag advantage of the higher aspect ratio wing on the -9 isn't much of a gain when you're a long way past best L/D anyway. Neither is the fancy foil, since Re is high and alpha is low and a riveted Al wing will never ever be laminar.