Online Community of Zenith Builders and Flyers
I'm wondering what is the best engines everyone is installing or running? Also the pros and cons? I am building the Zenith CH 650 and have just started. I like the UL350iS or the Lycoming 233 but I see quite a few Corvair engines out there, so what are the pros and cons about them. I do not like the Rotax. I want something simple. So any input will be greatly appreciate.
Well said. Can you say what the installed weight is? How about GPH? What is the TBO
Engine weight is 190
Ready to run weight 210
Ready to fly weight 230
Fuel flow is totally related to power setting. I can tell you the Gasoline Direct Injection system is more efficient than any other system used. I usually burn 5.5 at altitude going places.
TBO is unknown. I can tell you the 130 runs very clean. As in no blow-by, no oil consumption, clean oil etc.
I love it when I learn something, especially if I've shot off my mouth along the way - I had not looked at Viking in a while and had no clue about a pressureless water cooling system. Whether or not I personally have a preference for air cooled or water cooled or injected or normally aspirated, my desire to learn must be a priority over my opinion.
I was well pleased to see William and Jan both supply tons of 'real' information in so gentlemanly fashion. Hurrah to them both for injecting personal character into this 'sensitive' subject. Something I need to do more homework on myself.
It may have been anything but a straight line to all this good information and introduction to 2 veteran auto engine converters with lots of time and energy in the game, but now you, Jeremy, and I, have a clear path to gain as much information from the source(s) as we can.
Good building and flying to you,
Although you didn't say the word directly, I assume that Reliability is actually your first consideration. to illustrate the point at Oshkosh forums I often point out that an AK-47 is heavy, not particularly powerful nor accurate, it isn't the least expensive nor ergonomic combat arm, but they have made in excess of 100 million of them based on the fact it is arguably the worlds most reliable combat firearm. Outstanding reliability justifies tolerating a number of less than optimal factors. This point holds true in both combat arms and aircraft engines.
Now the point that matters:
Builders get focused on the reliability of the metal parts, and they ignore the critical factor of the human element in the installation and operation of the engine. My degree from Embry-Riddle is in accident investigation, and if you read my site, there are notes about how often I get called by the feds for background on accidents, and I have a whole section dedicated to Risk Management stories, largely about friends of mine who were killed. Far more common than any part failing is data plainly showing that the end user didn't do his homework on installing it correctly or chose to operate it incorrectly. If we sat down with a pot of coffee and looked at a stack of reports, it would cause more questions about people than engines.
Your point on support is very well taken, but note how some people think that support is a returned sales call. I contend that real support is availability of in depth support and technical expertise on the exact same engine/airframe combination the builder is working on. This is the primary thing that matters if you want change the accident rate, yet this is often lost in an endless discussion of reliability of metal parts. Without any question, the most reliable engine ever to turn a propeller is a Pratt Whitney PT-6, yet it isn't reliable if the operator isn't trained in it's correct use. It doesn't matter if Pratt Whitney's receptionist answers the phone every time, that isn't the factor, training is.
With this in mind, the whole goal of my program is to train each guy to be his own engine expert. Not everyone has that as a goal, but that is what we offer, because just like you I think support for the product matters, and I am training builders who want to be their own front line in operations. This is also why I am slow to respond to emails that start with "I need the price of an engine shipped next week" as that guy is focused on buying something, not learning something. That's ok, it just isn't the focus of what I do. -ww.
I agree--mostly. But just as parts flaws can be both the cause of failures when operations were perfect (had a landing gearbox fail because of a bad part once), they can be fall guys when better operator technique could have limited the problem.
Mechanical failure and operator error are apples and oranges. I hope all accident investigators can tell the difference. (Oh, yeah! For sure!)
And oh yeah--The Colt 1911 couldn't out-shoot the Luger on the range, but you could drop it in the mud, pick it up after a tank ran over it, and still shoot it. The Luger could trim a gnat's moustache at 15 yards but a speck of dust could jam it. At least this is what I was told by the few who returned after WW2.
I know that WW has recently put a new arrangement in place where Sport Performance Aviation is now going to process and fill orders for the Flycorvair parts. They are the manufacturer of the Corvair powered Panther. SPA has an excellent infrastructure for this and I feel very confident that this will resolve any previous issues regarding slow parts delivery.
New homebuilt aircraft TV series in development. I would like to thank Zenith Aircraft, Jabiru Engines, UI Engines and several other kit plane manufacturers who have agreed to help sponsor/support a new reality TV series that I and Atlantic Overseas Productions are developing. We are currently working under the title "Air Rescue" and hope to shoot a pilot show this summer. As always, this is a long shot so keep your fingers crossed that we can pull it off. Jim Palmer