29 Mar 2024, 05:29 [ UTC - 5; DST ]
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Post subject: Re: Vashon Ranger, new S-LSA Posted: 10 Aug 2018, 15:04 |
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Joined: 02/05/15 Posts: 382 Post Likes: +104 Location: KSLC
Aircraft: Divorced: AC690A-10
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Username Protected wrote: my airplane is also prone to carb ice on power reductions, so i have a lever in the cockpit that causes warm air to be diverted to the carburetors.
my airplane can run hot in the climb, so i have a lever in the cockpit that opens cowl flaps for more cooling air when needed
my airplane is hard to taxi with the belly scraping the ground, so i have a lever in the cockpit that causes wheels to be extended before landing
I see no difference in any of those 3 functions. None of them represent design defects. That’s a lot of levers. About the only thing you could add is an ejection seat.
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Post subject: Re: Vashon Ranger, new S-LSA Posted: 10 Aug 2018, 15:08 |
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Joined: 05/26/13 Posts: 438 Post Likes: +336
Aircraft: Aerostar, SR22,RV8,
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Username Protected wrote: Quote: That makes me wonder if there's something amiss with your 150. Do you live in a marine environment? That makes all of the difference in the world. Currently based a couple hundred yards from the Mississippi River, and have operated our 150 as far south as Key West, FL. It spent a couple of decades based in Southwest Florida. It's been to the Gulf coast a bunch. I've also flown 150s in southern Louisiana, Southern California (although not the Bay area) I've spent a -lot of time in the Central Valley, mostly behind an injected 520 though. Humidity here is significantly higher in the summer. *And again, just to be clear, I'm not picking on you or doubting your experience. It's just that I've had a fair amount of experience behind O-200s and essentially similar C-85s, and haven't had the trouble you're describing. I'm wondering if some individual airframes are more susceptible than others, and why.
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Post subject: Re: Vashon Ranger, new S-LSA Posted: 10 Aug 2018, 23:15 |
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Joined: 11/22/12 Posts: 2572 Post Likes: +2330 Company: Retired Location: Lynnwood, WA (KPAE)
Aircraft: 1993 Bonanza A36TN
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Username Protected wrote: Shaving over 10% of the engine weight required upgrades of crankshaft, cylinders, pistons, and camshaft, as well as starter and alternator. Dave, you're getting me curious. What're your numbers and what's included? The one I operate with are 190 lbs for O-200-A and 177 lbs for O-200-D (-D4D), which are supposedly official. They include engine and carburator, but not alternator and starter. (190-177)/190 = 6.8% savings. Hardly 10%, and adding accessories makes it worse. But I may be ignorant. Continental lists dry weight of 199 lbs. for the O-200-D vs 224 lbs. for the -A. (224-199)/224 = 11.2% http://www.continentalmotors.aero/uploa ... et-WEB.pdf List of changes for the -D is here: http://www.zenithair.com/kit-data/zac-o-200-d.html Lighter accessories, including alternator and starter, were a big part of the weight savings. Which is why including accessories in the calculation makes the percentage better, not worse.
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