Pilotes Québec

Plus besoin d'un hélico quand tu as 210hp dans le nez d'un cub.... Tout ca sur flottes amphibies... J'ai déja commencer a manger des sandwich a moutarde pour économiner.

Moi j'aurais au moins lever mes rudder mais en tk......

Vraiment impressionnant,moi aussi avec de la puissance comme sa j aurais peut etre oublier les rudders,sa doit donner toute une adrenaline cette affaire la.....

Comme dirait Rotax... Ta...

Cet avion aurait de ski sur l'eau qu'il décollerait quand même. Même pas eu besoin de le mettre sur le step!

J'ai un bon SC mais comme ça...non.
Je vais commencer à manger des sandwichs à la moutarde aussi.
Merci pour le vidéo.
Jacques

Olibuilt wrote:
Moi j'aurais au moins lever mes rudder mais en tk......

Pas certain. Quand j'avais un Hélio surmotorisé, le 400 hp plutot que le 300, il fallait souvent que je laisse trainer mes gouvernails dans l'eau. Sinon, ça virait un bon 30 degrés direct à gauche

Mais bon, là c'est un supercub, ça ne manque pas de rudder comme un Hélio .

Louis

Les spec pour les interessés.....-

The "King Cub" IO-390 Conversion kit contains:

•Lycoming IO-390-A1B6 engine
•MT MTV-15-B/210-58 Constant speed, composite propeller, 82.7" diameter
•MT Prop Governor, P-860-3
•MT Spinner, P-277-6
•New dynafocal engine mount - w/ the Thrustline mod built right into the mount
•New Weldon electric fuel boost pump
•All new engine baffles to fit the IO-390 / Piper combination
•Two new oil coolers
•New lightweight alternator
•New lightweight starter
•New SlickStart Magneto Booster system (req. as the IO-390 does not come w/ impulse couplers)
•All new exhaust system
•New nose bowl and complete cowling assembly
•New Alternate Air Box
•New Brackett Air Filter assembly and element
•All new control cables and brackets (Throttle, Mixture, Prop Governor, Alternate Air)
•All new fuel lines, hoses and hardware for fuel system assembly
•All new oil lines, hoses and hardware for oil cooler plumbing and ducting
•New placard set
•Other miscellaneous hardware necessary for the conversion
•All STC paperwork


COMPARE: Lycoming IO-390, 210 hp vs Lycoming O-360, 180 hp
Much smoother operation - Feels like a turbine with the roller tappets and cam and counterweighted crankshaft.
Fast, powerful, with very little weight sacrifice over 180 hp engine - Compare engine weights:
Lyc. IO-390, 210 hp.......................................308 lbs.
Lyc. O-360 "A" series, 180 hp........................285 - 301 lbs. *
Lyc. O-360 "C" series, 180 hp........................285 - 290 lbs. *
Fuel Injection allows for better fuel economy than 180 hp engines
Fuel burn almost identical to O-360, 180 hp engines @ the same hp output:
%hphpGPH %hphpGPH
60 1268.7 70 1268.8
68 144 10.2 80 144 11.7
77 162 11.8 90 162 13.2
85 180 14.4 100 180 14.9
90 190 15.3 N/A N/A N/A
95 200 16.0 N/A N/A N/A
100 210 16.9 N/A N/A N/A
IO-390 O-360
* All data from the Lycoming Operators Manual for the IO-390 series engine and the O-360-A-C-F-G series engines.
Faster cruise speed - 125 mph TAS @ 24 square
Amazingly shorter takeoff distance
Takeoff distance, ground roll.................75 ft.

Takeoff distance, 50 ft. obstacle...........225 ft.
Much better float performance - Climbs at 1000 fpm
(tested on Wipline 2100 amphib floats)
Increase aircraft's value - A factory new or rebuilt engine combined with a horsepower increase offers a significant increase in the aircraft's value

J'adore les S.Cub,combien ça coûte un pareil upgrade?J'avait un 160h.p.,et je trouvait,et,plusieurs aussi,qu'il"marchait"en titi,mais comme ça,on voit pas ça souvent au Nord des States,aussi,qui fait cet upgrade?René.

Ha ben ! Il est même pas monté sur le redan Enweye! Direct dans les airs. Je comprends qu'il avait besoin des water rudder pour ne pas virer à l'envers

Après ca que l’on me répète encore que ca marche pas un avion amphibie...

The engine was originally conceived in the 1970s as the IO-400-X, but the project was never pursued.[3]
The IO-390 family of engines, which Lycoming refers to as the IO-390-X, produce 200 hp (149 kW) to 210 hp (157 kW). The IO-390 was developed from the similar IO-360 engine, by using cylinders from the IO-580 to increase the O-360's cylinder bore. It features a tuned induction system, roller tappets and Slick Start ignition. The engine has a fuel injection system which meters fuel in proportion to the induction airflow with fuel vaporization taking place at the intake ports. The engine has a displacement of 390 cubic inches (6.39 litres). The cylinders have air-cooled heads.[1][2][3]
The IO-390 was first introduced at AirVenture 2002. It has a factory recommended TBO of 2000 hours and requires a dynafocal engine mount.[2][3]
The IO-390 was initially marketed through Lycoming's custom engine subsidiary, Thunderbolt Engines, prior to the engine's certification and was at that time only available for installation on non-certified aircraft. The IO-390 was certified on 30 March 2009 to FAR 33 effective February 1, 1965, as amended by 33-1 through 33-24.[

Haha ayoe c'est juste malade ce super cub la... ...Le son quand le pilote met plein gaz est assez beau! 8)

fyby wrote:J'avait un 160h.p.,et je trouvait,et,plusieurs aussi,qu'il"marchait"en titi,René.

moé'ssi moé'ssi!


http://www.flickr.com/photos/djipibi/33 ... 312721004/


http://www.flickr.com/photos/djipibi/33 ... 312721004/