Fun police....
Maybe ypu could fit it and tell them it was a funny shaped airbox......
On Sun, Jan 13, 2019, 10:34 Pete Lawless <pete@lawless.info wrote:
> Will
>
> We have the LAA to consider!
>
> Pete
> On 13/01/2019 13:40, William Daniell wrote:
>
> Why not fit a manual turbo to your 80hp. Then youd have power when you
> need it. Total cost about usd 5k.
> Will
>
> On Sun, Jan 13, 2019, 05:24 Pete Lawless <pete@lawless.info wrote:
>
>>
>> Graeme
>>
>> I totally agree with Kingsley's appraisal. AC has the standard 912 UL
>> with a CAP 140 variable pitch prop. This allows me to get 5,600 rpm at
>> start of roll, so getting as much power as possible out of the engine.
>> Acceleration and climb out are no problem. The only time I would like
>> more power is at max weight (1,300 lbs) on a hot, cross windy day, we
>> then get a closer look at the far hedge that I like. Initial climb when
>> clean is around 800 to 1,000 fpm. Cruise is 120 kts at 14 to 15 litres
>> per hour, depending on weight. You can wind it up to 130 but the fuel
>> consumption increases.
>>
>> Just worth checking I seem to remember that when the weight increase mod
>> to 1,370 lbs was introduced that the PFA would only approve it with an
>> 80 hp engine if using a variable pitch prop.
>>
>> Pete
>> G-RMAC Classic mono #109
>>
>>
>> On 12/01/2019 23:49, Kingsley Hurst wrote:
>> > <kingsnjan@westnet.com.au>
>> >
>> > Hello Graeme,
>> >
>> > I have a Mono Classic with the 912 80HP engine with 3 tapered Warp
>> > Drive blades and an Airmaster CS hub.
>> >
>> > Whilst I cannot directly compare the 80 HP 912 to the 100HP 912S, I
>> > can say that I (along with others) am amazed how well it performs.
>> > The only thing that would make me consider replacing it with the 100HP
>> > engine is that part of flight between lift off and 90 kts. I am
>> > perfectly happy with the ground run but after lift off in the high
>> > drag configuration (flaps and gear down), 60 kts is about all I can
>> > get. I therefore progressively start raising the gear/flaps very soon
>> > after lift off and put them fully away at 60 kts. Climb rate at this
>> > time is minimal as it fairly slowly accelerates. At 80 kts it starts
>> > to climb quite nicely but by then I am well past the end of our 700m
>> > strip. (Exacerbating this situation is the fact that we almost always
>> > have a cross wind) I like to climb at 90 kts IAS and at AUW of 621
>> > kg, I am astounded how well it climbs to altitude averaging around 500
>> > fpm and sometimes more to 8,000 ft etc.
>> >
>> > A mate of mine had a tri gear with the 80 HP engine and a fixed pitch
>> > wooden propeller. It couldn't look at mine performance wise. I'm
>> > therefore of the opinion a CS prop is a necessity with the 80 HP
>> > especially in the hot conditions we have to endure over here.
>> >
>> > I suppose this has told you very little Graeme but I wouldn't go to
>> > the expense of purchasing a 912S without first trying the 912 you were
>> > supplied. If need be, swapping them over is a very simple exercise
>> > once you have forked out the $$$=C2=A3=C2=A3=C2=A3!!
>> >
>> > Best regards
>> >
>> > Kingsley in Oz
>> >
>> >
>> > On 12.01.19 8:57 pm, graeme bird wrote:-
>> >> I received an unused 80HP 912 with my recent part built kit with a
>> >> thin three blade warp drive; my own Europa is a 100HP 912ULS, can
>> >> anyone comment on what difference in performance I might expect. I
>> >> recall on my previous plane, a C42, the 80HP was less violent and
>> >> more economical with marginal difference in performance but that
>> >> might have been because it was cloth and draggy.
>> >>
>> >
>> >
>> >
>> >
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