BEN: Regarding other engines there is ther Jabiru 3300 (120 HP @ 3300
RPM and about 107 HP at 2750 RPM). Weight about 180 Lbs. Continental is
also working on their IO-200 LSE (Light Sport Engine) which is injected
and is supposed to be lighter than the standard O-200. I don't know any
details or when it will be availabe.
There is also the ULPower UL260i rated at 95 HP @ 3300 RPM and 82 HP @
2800 RPM. Weight with accessories about 160 Lbs. ULPower also plans to
increase the stroke which will result in an increased displacement from
2.6 liters to 3.5 liters. The UL350i is expected to be about 120-125 HP
@ 3300 and 110 @ 2800. Estimated weight with accessories is about 180
Lbs. The UL350i may not be avilable until late 2008. The UL engines have
EFI and FADEC as standard. Check their website at
www.ulpower.com where
there is a lot of information. Go to the "UL260i Aero Engine" section
and then to "Quectiosn and Answers" and then to "What is different about
the UL260i". For me in Colorado, I am considering the UL350i and would
operate it at 2800 RPM continuous (about 110 HP). I will build for 1320
Lbs gross (Light Sport category).
Also, if you are going to Oshkosh, ULPower will be in Booth # 401 at the
North Aircraft Display Area.
Hope this helps.
Joe Ronco
-----Original Message-----
From:
mike.davis@dcsol.com [mailto:
mike.davis@dcsol.com] On Behalf Of
bransom@dcsol.com
Sent: Wednesday, July 11, 2007 5:17 PM
To:
rebel-builders@dcsol.com
Subject: [rebel-builders] Daryl's memo, firewall, CG
I was real interested to read that memo. (missed it January) It offers
an
explanation to an impression I have formed (correct or not), of fairly
large variations in reported stall speeds for the Rebel. I know that
some
of the explanation is just due to variations in pitot tube (diameter,
AOA),
but the airplane is doing some things here too. Best example might be
Bob
P's past notes on his 912 Rebel confidently doing controlled turns under
30mph, compared to what I think is closer to at least 15mph higher for
Rebels flying in the 1500-1600+ lbs range. I'm really hoping for
slow-end
capability in mine due to interest in wheel operations on slim pickins
"runways".
Anyway, it got me all re-interested in what's going on with the
aerodynamics, CG, etc, even revisiting whether to move my firewall back.
Looked through the archives a bit and I conclude (again) that I will
leave
it forward. I'm guessing that the original recommendation to move the
firewall was based in part on use of a metal prop, quite a bit heavier
than
other options. (I dunno tho, more people were flying Warps then too.)
Plan to still strive for light stuff on the engine, probably put the
battery in back, VGs on the wing, Fife tips. I really do wonder tho if
the
firewall move recommendation already included the above light FWF stuff.
IMO, there is a hole in engine availability in the 100-160hp range. Not
a
fan of Franklins, 0235s too heavy IMO, so what is there at a HP and
weight
proportionally between a 912S and 0320? (Rotech? Gesoco?)
Again though, great considerations in that article, well written, and it
surely points out how tweaking one thing bumps everything else.
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