I know there are a few 0360 Rebels around now, and have not heard of any
problems yet. There is even a Cont 210 hp 0360 Rebel near Seattle. I think
some are on the list, and would sure like to hear from them on the subject.
I am still thinking of upgrading mine to a clone 0360 one of these years
(hoping for our Cdn buck to move up more again). My only reason is for
getting out of the higher alpine lakes. Otherwise, my 150 hp Lyc is just
fine for climb and cruise.
I have talked to Darryl as well about the Rebel tail, and yes, he thought
that it might be a weak point, but couldn't confirm it, as it just wasn't
tested to that level. However, I do know that a number of mods have been
done to the tail to strengthen it on the Rebel, and would like to know if
others are still finding any more weak spots with time. I have close to 500
hours on mine now, and no sign of any problems at all. But then most of my
Rebel's life has been on floats, not on tail wheels and skis, which I think
causes quite a bit more wear and tear back there.
But I respect Wayne's point about the more powerful prop blasts of the 0360,
and would definitely like to see more hours on other 0360 Rebels before I
try one on mine.
Walter
-----Original Message-----
From:
mike.davis@dcsol.com [mailto:
mike.davis@dcsol.com] On Behalf Of
eric.r@dcsol.com
Sent: Monday, January 01, 2007 12:55 PM
To:
rebel-builders@dcsol.com
Subject: Re: [rebel-builders] More Power
I knew I would get a rise with my post about the O-360 and Steve Wittman. I
also know that he died in the tailwind as a result of fabric coming unglued
from the wing surface. May I go at a ripe old age doing what I enjoy.
An O-360 at the same weight of an O-320 installation operated at lower
power settings will outlast the O-320 running at 75% and still have that
"war
emergency" power setting available in case of dire need. I'll put manifold
pressure and RPM red-lines for 160hp and live happily ever-after in the
knowledge that "it's in there" if I need it. I do know of some float pilots
up
there in Canada who "adjust" the prop governor on those 182's for when they
need a few extra rev's... Frank Robinson has been using bigger engines red-
lined for lower power in his helicopters from the beginning ... no heating
problems and they make TBO! (personal experience managing a fleet of
Robbies and Jet-Rangers ... also de-rated by the way ...resulted in no top
end problems in the Lycs in 2000 hrs).
Oh yeah: I'll watch my tail.
On 1/1/2007 9:15 AM,
srwhitenect@hotmail.com wrote to rebel-builders:
-> I questioned the fitting of more HP with Murphy sometime ago and that
was
-> his main concern. Tail group won't handle the HP.
->
-> Steve W. 637R
->
->
-> >From: "Wayne G. O'Shea" <
oifa@irishfield.on.ca>
-> >Reply-To: <
rebel-builders@dcsol.com>
-> >To: <
rebel-builders@dcsol.com>
-> >Subject: Re: [rebel-builders] More Power
-> >Date: Sun, 31 Dec 2006 22:39:21 -0500
-> >
-> >I hear what you are saying Eric! There's a little "Texan" in all of
-> >us..HOWEVER....I'd sure be checking that those tailfeathers are still
there
-> >and securely attached before EVERY flight.
-> >
-> >Remember the Rebel was designed as an 80HP aircraft originally and then
the
-> >push was on to allow an O-235. Then some of us pushed that envelope
to an
-> >"unapproved" at the time O-320 x 150HP...then 160HP and now we're
talking
-> >180 and 195HP O-360's. It's not the weight that's at issue...it's the
prop
-> >blast from that HP/Torque that's sooner or later gonna make them little
-> >tail
-> >feathers say enough is enough...and I don't want to be riding with you
when
-> >they do.
-> >
-> >This is the fate of many a Supercub that was bumped up to an O-360 by
-> >STC...tailfeather failure.
-> >
-> >My 3 cents Canadian,
-> >Wayne
-> >
-> >----- Original Message -----
-> >From: <
eric.r@dcsol.com>
-> >To: <
rebel-builders@dcsol.com>
-> >Sent: Sunday, December 31, 2006 10:01 PM
-> >Subject: [rebel-builders] More Power
-> >
-> >
-> > >I may be wrong, but most engineering is done to protect the ham-
fisted,
-> >and
-> > > I'll be installing the O-360 in my Rebel. Keeping the weight down
with
-> > > light
-> > > accessories, running a light weight fixed pitch prop, and balancing
any
-> >cg
-> > > issues with the Odyssey AGM battery placed wherever necessary ...
cables
-> > > and battery will be the last installed items.(Bogert low loss cables
do
-> > > work
-> > > wonders when they are needed). As far as the extra power: when
installed
-> > > weight is near the same, I'll take the torque every time! A quicker
-> >water
-> > > take-
-> > > off if really needed, and a little extra power in a climb-out over
-> > > obstacles or
-> > > mountains ... or should I dare say weather can come in handy. If I
can
-> >get
-> > > more power with the same weight (or close, or lighter than some O-
320
-> > > firewall forward applications), I'll just keep it available at my
-> > > fingertips.
-> > > Steve Wittman designed (or suggested) the little Continentals for his
-> > > tailwind,
-> > > yet he ran a big bore six cylinder Continental in his personal
airplane.
-> >I
-> > > understand the designers placing limits based on the average end-user
-> > > I'm not looking for more speed or Rocket climb performance, just a
-> >little
-> > > extra
-> > > juice when needed. The most fun and comfortable "just plain flying
here
-> > > and
-> > > there" airplane I operated was a Cessna 150 with the 150 conversion.
It
-> > > turned the little airplane into a useable mountain crosser!
-> > >
-> > >
-> > >
-> > >
-> > > -----------------------------------------------------------------
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-> > >
-> > >
-> > >
-> >
-> >
-> >
-> >
-> >
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->
->
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