Hi Guys. I got a quote from Diamond for a left Wing unpainted no aileron or winglet and it came to EUR7500.00 so it is obvious what I will do. That will take many months off the repair job. I have forwarded a mail I sent to Mike Burns for your interest in relation to putting a more powerful engine in our HK36 for Towing.
Engine origin is http://www.ulpower.com/engines/ul350iS/views-dimensions.html http://www.ulpower.com/engines/ul350iS/index.html http://www.ulpower.com/engines/ul350iS/price-availability.html Cheers. Nige. ----- Original Message ----- From: Nigel Baker To: Mike Burns Sent: Sunday, February 27, 2011 5:39 PM Subject: HK36 re engine. G'day Mike. Have been in contact with UL Power and got some more information as per your questions. I am now convinced I am on the right track. There is another version of the engine being the UL350IHPS which is the same weight but is rated 145HP at 3500RPM and 131HP at 3000RPM I got the installation manual and have attached some pages from it which includes the CofG for the engine. I have shown here a comparison. Rotax Taken from the firewall mounting point. This is as measured with the engine that came with the aircraft. and dry. It is not fitted with the turbo as is the 100HP. The Radiator is not included as it was destroyed in the crash. It does include the engine mount and bushings fitted to the engine. Item weight Arm Moment Engine 92 237. 21804 Prop 13 640 8320 Turbo 6 237 (guess) 1432 Total 111. 284 31556 Assume an arm of 284 and a moment of 31556 for the Rotax without the radiator. UL350IHPS Looking at Page 9 and 10 of the installation manual for the the worst case scenario for the mounting of the engine would be to assume a length of 563mm for the position of the Short Prop Flange to the firewall. It could be less due to the shape of the firewall but I will take the worst case. On page 11 the Cof G is listed as 332mm from the prop flange. Thus CofG is 231mm from the firewall. Assume a position for the prop as being 615mm forward of the firewall for the Cof G and a weight of say 10KG for a ground adjustable prop. Thus Item weight Arm Moment Engine 78 231 18018 Prop 10 615 6150 Total 88 274 24168 So this engine will work I think without strengthening to the firewall or fuse shell. I have not included the weight of the oil cooler and lines or the baffles but we are not talking much and can keep the cooler rearwards to reduce the affect but there is a significant enough reduction in the Moment of the ULPower engine to stay within the range I reckon. The engine mount will be very short so really will hardly make an impression on the Moment. Prop speed is a bit high I know which will mean a smaller 3 blade prop but hopefully not too much in losses here. The Prop flange shown on the website is the long version. They supply these sizes in length from the front bearing housing. 35mm, 55mm, 75mm, 90mm, 100mm and 110mm. The Crankshaft is not C.I. but Chrome Molly and the grade he told me looks like our 4140. The Limbach has 4 bearings. This engine has 5 with one being a thrust bearing in the housing at the front of the crankcase. I was told the max torque at 2400RPM was because they wanted it in the cruise range. The ECU has inbuilt redundancy but if I want they will sell a second unit with the engine and some gear with instructions to set it up as a switched redundancy and yes they can also supply the same for a second battery so this sorts all the redundancy issues out. I am still working my way through things like spares etc as you suggested. He told me they have been in the Aero Engine business for 24 years. They keep good records by serial number dating back to the first engine. Although not certified (EASA want EUR30,000.00 to start talking to them) they do supply a certificate of conformance (ISO9000) which apparently works for the LSA/UL type factory built aircraft. I will keep plodding on but it is all looking promising. Your thoughts will be appreciated. Cheers. Nige.
