Just wanted to post some more data on the big radiator install.  I flew yesterday in the pattern to test out the temps. OAT: 80 - DA 8700' - Wind: 150/12G21 - Rwy: 17 - Cowl Flaps: open My intent was to fly and not adjust the RPM at all once I lifted off. I took off at 2500 rpm with temps at 175 climbing to 185 after lift off. Upon climbing out, I set 2300 and left it for the duration of the flight.  Temps stabilized at 195 and never changed throughout the flight. The only way I could get them to rise was to go back to 2500 rpm and climb out at 75kts. I was able to get the temps to 205 doing that.  I know I have said this before, but the big rads REALLY work GREAT!! I just wanted to post some more data on how this engine system is working.  Please let me know if you have any questions! Jeff Thanks for making a GREAT product!!!!! Jeff Ray - N59VA - H-6, G3v4

PRODUCTION COWLINGS

Dear Jan,

You probably don’t remember me, but I bought an engine from you back in 2002, through Dave Lima in Canada.  I flew the Glastar from Canada to Europe and then on to Congo in Central Africa.

I work as chief warden for Virunga National Park in eastern Congo.  The aircraft played an important role in protecting the mountain gorillas, elephants and other species.  It also helped the rangers stay safe during the war.  The work got a lot of attention in the international media, and we got the front cover of Newsweek in August 2007 and National Geographic the following year.  Anderson Cooper did a piece on our work.  Anyway, I wanted to mention that I was very pleased with the engine, which kept us going in an incredibly difficult working environment.  I now need to replace it, and would be keen to buy the same engine.  I notice you don’t produce the same engine anymore, but was interested in the 200hp.

Curtis Weldge - 3.6L H6 Shipped

WAYNE MILBAUER'S BEAUTIFUL 3.6L SPORTSMAN 2+2

HI Guys, I've added a few more pictures of the air boxes dad and I made for the original RV cowl. We've been flying with the big rads and our air boxes and they are awesome! We actually had to close the cowl flap to half open (about 3 inches down) on our climb out yesterday in 77F OAT because we ran too cool. We checked our top speed yesterday with the cowl flap closed at WOT and 2500 on the prop. Our coolant temp settled at 205F and oil at 200F at 3000Ft we indicated 175 KTAS (201mph) two ways. Full power cruise is not a problem at all. RV6 H6 MT pro (big rads, interal muffler drilled baffles, orginal ECU and origina RV cowl) 93 hours. Matt G.

E-COWL PRODUCTION BY FIBERTECH COMPOSITES IN STUART FLORIDA (772) 341-3704

So you thought making a fiberglass cowl was hard? Take a look at Travor Mills Metal RV-8 cowl project :)

VICTOR ELMS PICKING UP HIS ENGINE

30 days from order to delivery  - Total cost $17,995 - Building the RV-7A next

FORGET ANYTHING YOU EVER HEARED ABOUT - "NOT EVERYONE CAN GET THE EALIER ENGINES TO COOL"  ALL NEW ENGINES NOW USE THE LARGER READIATOR TO ACCOMODATE ANY TYPE OF AIRFRAME.
Hi guys, I have posted some pictures of my large radiator install in my Matt Greenway folder. I am very pleased with the results and would like to share my numbers with you.  With the original smaller radiators I could not perform a full power climb for very long before having to drop the nose or lower the prop rpm. Temps would easily climb to 220F and in cruise with the internal muffler I would see temps between 216F and 218F. This is certainly on the hot side.  I have created metal airboxes that use up as much of the volume between the radiators and the cowl as possible without touching the cowl. With the work done by Chris Lowery I have implemented his idea of using diverters to split up the ram air coming into the original RV cowl inlet and evening out the pressure differential between the top and the bottom of the radiator.  This past weekend was my first test in 86F OAT weather. I was able to do a full power climb (WOT and 2500 prop rpm) to 5000Ft. With my cowl flap open 6 inches, the coolant temp was stable at 210F climbing through 3000ft and the oil temp was just over 205F.  Once I was in cruise at 2100 prop rpm WOT, the temps dropped nicely to 195F on the coolant and 190F on the oil. I can even do touch and goes without an issue for the first time!  I am very happy with the large radiators and the internal muffler. Even with the in cowl air intake I am climbing at 1500ft/min and cowl temps are about 110F. A cold air intake should improve these numbers. Things are going well with the engine!! Matt G RV6 H6 large rads interal muffler. (91 hours)

BLADE RUNNER PROPELLER CONTROLLER PASSING ALL TESTS

The latest propeller testing, using the Quinti / Sensenich propeller and Blade Runner controller, showed a dramatic reduction in the amperage draw of the electric constant speed mechanism of the propeller.  What used to consume over 7A has been reduced to between 2-4A, depending on flight conditions.  The improvement was made by the careful installation and testing of blade counterweights.  The Blade Runner, solid state controller, is capable of maintaining precise RPM with a super friendly pilot interface, using a single knob and an LCD rpm display.  The company test mule, the RV-6A, flying the E-6 3.0L engine, coupled to the 4 blade propeller and the Blade Runner, cruise at 190 mph and 2200 propeller rpm.