The Murphy Builders Site

Posted: **Fri Feb 17, 2012 9:21 pm**

I'm still very interested in the Chevy V8. I recently bought Skip Jones
book, Chevy V8 Aircraft Conversion Manual" which has a lot of good info in
it. It lists the O-540-A1A5, 250HP as weighing 396 pounds. It goes on to
list the aluminum Chevy 350 V8 at 420 pounds. Add 90 pounds for a gear
driven reduction unit, and say 20 pounds for a radiator and coolant, and the
V8 installation will weigh in at 530 pounds. I'm not counting accessories
and the prop since the weight of those items should be similar whether I am
using the Lyc or the Chevy. Sooo, I'm going to try and hang an extra 134
pounds on the nose than the original design. For my trouble I get 385HP. A
real gross CG calculation tells me that I'll need about 30 or so pounds
somewhere in the vicinity of the tailwheel. Assuming this is all true, I'll
get 135HP for about 165 pounds. I'm quite happy with that, and the fact
that I can buy parts and accessories for my engine at NAPA for a song
compared to Lycoming parts. Does anyone know how much the M14 radial weighs
and what MAM did to balance the weight? Heat up some lead and pour it into
the tailcone? Buy a really big tailwheel? Baggage compartment way in the
back with my survival supplies and tools? Any ideas?

Mike Kimball
SR #044

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Posted: **Fri Feb 17, 2012 9:21 pm**

Mike, The M14P (or the M462 chech radial) are listed as 470 pounds dry. C of
G is an easier "fix" with it considering it is 7 cylinders in a ring, thus
the engines C of G can be mounted closer to the firewall than your Chevy and
redrive would be able to be mounted. Don't know if they had to put any Lead
in the tail of the 3500 or not, but was told that there was 50 pounds in the
tail of the original 250 HP O-540 prototype SR2500, which I was also told
was corrected before the customer kits went out the door.

I don't really see your V8's weight being a big problem, other than you are
eating up some useful load (that you probably won't need anyhow!!),
considering many are mounting 300 H.P. IO-540-K's that have a listed dry
weight of 438lbs. You will only be about a 100 pounds above this with a
similar c of g location for the engine assembly.

Very rough guess at the teeter totter: If this extra 100lbs (out about 4
feet) makes it too nose heavy, it would need about 15 to 20 lbs in the very
tip of the tail cone to bring it back to the empty c of g of an IO-540-K
aircraft. Like you say, carry a heavy tool kit in the back and you won't
need anything useless (like lead) to make it fly right!

Regards,
Wayne G. O'Shea
www.irishfield.on.ca

----- Original Message -----
From: "Mike Kimball" <mkimball@gci.net>
To: <murphy-rebel@dcsol.com>
Sent: Tuesday, October 23, 2001 6:12 PM
Subject: Still looking at the Chevy V8

I'm still very interested in the Chevy V8. I recently bought Skip Jones
book, Chevy V8 Aircraft Conversion Manual" which has a lot of good info in
it. It lists the O-540-A1A5, 250HP as weighing 396 pounds. It goes on to
list the aluminum Chevy 350 V8 at 420 pounds. Add 90 pounds for a gear
driven reduction unit, and say 20 pounds for a radiator and coolant, and

the

V8 installation will weigh in at 530 pounds. I'm not counting accessories
and the prop since the weight of those items should be similar whether I

am

using the Lyc or the Chevy. Sooo, I'm going to try and hang an extra 134
pounds on the nose than the original design. For my trouble I get 385HP.

A

real gross CG calculation tells me that I'll need about 30 or so pounds
somewhere in the vicinity of the tailwheel. Assuming this is all true,

I'll

get 135HP for about 165 pounds. I'm quite happy with that, and the fact
that I can buy parts and accessories for my engine at NAPA for a song
compared to Lycoming parts. Does anyone know how much the M14 radial

weighs

and what MAM did to balance the weight? Heat up some lead and pour it

into

the tailcone? Buy a really big tailwheel? Baggage compartment way in the
back with my survival supplies and tools? Any ideas?

Mike Kimball
SR #044

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Posted: **Fri Feb 17, 2012 9:21 pm**

I meant to type NINE (9) cylinders in a ring before anyone picks that up!!

----- Original Message -----
From: "Wayne G. O'Shea" <oifa@irishfield.on.ca>
To: <murphy-rebel@dcsol.com>
Sent: Tuesday, October 23, 2001 6:25 PM
Subject: Re: Still looking at the Chevy V8

Mike, The M14P (or the M462 chech radial) are listed as 470 pounds dry. C

of

G is an easier "fix" with it considering it is 7 cylinders in a ring, thus
the engines C of G can be mounted closer to the firewall than your Chevy

and

redrive would be able to be mounted. Don't know if they had to put any

Lead

in the tail of the 3500 or not, but was told that there was 50 pounds in

the

tail of the original 250 HP O-540 prototype SR2500, which I was also told
was corrected before the customer kits went out the door.

I don't really see your V8's weight being a big problem, other than you

are

eating up some useful load (that you probably won't need anyhow!!),
considering many are mounting 300 H.P. IO-540-K's that have a listed dry
weight of 438lbs. You will only be about a 100 pounds above this with a
similar c of g location for the engine assembly.

Very rough guess at the teeter totter: If this extra 100lbs (out about 4
feet) makes it too nose heavy, it would need about 15 to 20 lbs in the

very

tip of the tail cone to bring it back to the empty c of g of an IO-540-K
aircraft. Like you say, carry a heavy tool kit in the back and you won't
need anything useless (like lead) to make it fly right!

Regards,
Wayne G. O'Shea
www.irishfield.on.ca

----- Original Message -----
From: "Mike Kimball" <mkimball@gci.net>
To: <murphy-rebel@dcsol.com>
Sent: Tuesday, October 23, 2001 6:12 PM
Subject: Still looking at the Chevy V8

I'm still very interested in the Chevy V8. I recently bought Skip Jones
book, Chevy V8 Aircraft Conversion Manual" which has a lot of good info

in

it. It lists the O-540-A1A5, 250HP as weighing 396 pounds. It goes on

to

list the aluminum Chevy 350 V8 at 420 pounds. Add 90 pounds for a gear
driven reduction unit, and say 20 pounds for a radiator and coolant, and
the
V8 installation will weigh in at 530 pounds. I'm not counting

accessories

and the prop since the weight of those items should be similar whether I
am
using the Lyc or the Chevy. Sooo, I'm going to try and hang an extra

134

pounds on the nose than the original design. For my trouble I get

385HP.

A
real gross CG calculation tells me that I'll need about 30 or so pounds
somewhere in the vicinity of the tailwheel. Assuming this is all true,
I'll
get 135HP for about 165 pounds. I'm quite happy with that, and the fact
that I can buy parts and accessories for my engine at NAPA for a song
compared to Lycoming parts. Does anyone know how much the M14 radial
weighs
and what MAM did to balance the weight? Heat up some lead and pour it
into
the tailcone? Buy a really big tailwheel? Baggage compartment way in

the

back with my survival supplies and tools? Any ideas?

Mike Kimball
SR #044

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Posted: **Fri Feb 17, 2012 9:21 pm**

In a message dated 10/23/01 4:59:32 PM Central Daylight Time, mkimball@gci.net writes:

CG calculation tells me that I'll need about 30 or so pounds
somewhere in the vicinity of the tailwheel. Assuming this is all true, I'll
get 135HP for about 165 pounds. I'm quite happy with that, and the fact
that I can buy parts and accessories for my engine at NAPA for a song
compared to Lycoming parts. Does anyone know how much the M14 radial weighs
and what MAM did to balance the weight? Heat up some lead and pour it into
the tailcone? Buy a really big tailwheel? Baggage compartment way in the
back with my survival supplies and tools? Any ideas?

MIKE
The tail wheel idea isn't bad. You've got to put the battery somewhere. Maybe two smaller batteries for redundancy. I had to mount mine way back their to get a better
C of G in the Rebel. You've got an ELT to mount somewhere, strobe pack ect..
Phil&Lisa Smith
#460R
N414D

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Posted: **Fri Feb 17, 2012 9:21 pm**

The "I don't really see your V8's weight being a big problem" statement,
coming from you, along with John Worden's commitment to the Chevy V8,
eliminates the last of my doubts about whether I should try using a V8. Add
me to the committed to the V8 list. Thanks guys.

Mike Kimball
SR#044

-----Original Message-----
From: murphy-rebel@dcsol.com [mailto:murphy-rebel@dcsol.com]On Behalf Of
Wayne G. O'Shea
Sent: Tuesday, October 23, 2001 2:25 PM
To: murphy-rebel@dcsol.com
Subject: Re: Still looking at the Chevy V8

Mike, The M14P (or the M462 chech radial) are listed as 470 pounds dry. C of
G is an easier "fix" with it considering it is 7 cylinders in a ring, thus
the engines C of G can be mounted closer to the firewall than your Chevy and
redrive would be able to be mounted. Don't know if they had to put any Lead
in the tail of the 3500 or not, but was told that there was 50 pounds in the
tail of the original 250 HP O-540 prototype SR2500, which I was also told
was corrected before the customer kits went out the door.

I don't really see your V8's weight being a big problem, other than you are
eating up some useful load (that you probably won't need anyhow!!),
considering many are mounting 300 H.P. IO-540-K's that have a listed dry
weight of 438lbs. You will only be about a 100 pounds above this with a
similar c of g location for the engine assembly.

Very rough guess at the teeter totter: If this extra 100lbs (out about 4
feet) makes it too nose heavy, it would need about 15 to 20 lbs in the very
tip of the tail cone to bring it back to the empty c of g of an IO-540-K
aircraft. Like you say, carry a heavy tool kit in the back and you won't
need anything useless (like lead) to make it fly right!

Regards,
Wayne G. O'Shea
www.irishfield.on.ca

----- Original Message -----
From: "Mike Kimball" <mkimball@gci.net>
To: <murphy-rebel@dcsol.com>
Sent: Tuesday, October 23, 2001 6:12 PM
Subject: Still looking at the Chevy V8

I'm still very interested in the Chevy V8. I recently bought Skip Jones
book, Chevy V8 Aircraft Conversion Manual" which has a lot of good info in
it. It lists the O-540-A1A5, 250HP as weighing 396 pounds. It goes on to
list the aluminum Chevy 350 V8 at 420 pounds. Add 90 pounds for a gear
driven reduction unit, and say 20 pounds for a radiator and coolant, and

the

V8 installation will weigh in at 530 pounds. I'm not counting accessories
and the prop since the weight of those items should be similar whether I

am

using the Lyc or the Chevy. Sooo, I'm going to try and hang an extra 134
pounds on the nose than the original design. For my trouble I get 385HP.

A

real gross CG calculation tells me that I'll need about 30 or so pounds
somewhere in the vicinity of the tailwheel. Assuming this is all true,

I'll

get 135HP for about 165 pounds. I'm quite happy with that, and the fact
that I can buy parts and accessories for my engine at NAPA for a song
compared to Lycoming parts. Does anyone know how much the M14 radial

weighs

and what MAM did to balance the weight? Heat up some lead and pour it

into

the tailcone? Buy a really big tailwheel? Baggage compartment way in the
back with my survival supplies and tools? Any ideas?

Mike Kimball
SR #044

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