Experimenter is a magazine created by EAA for people who build airplanes. We will report on amateur-built aircraft as well as ultralights and other light aircraft.
Issue link: http://experimenter.epubxp.com/i/149316
The first OEM application is in an Arion Lightning (with a Mark II tail) that's getting a 390iS, and a private builder is mounting one to a Long-Ez. The first known installation of a 520 is coming in a Just Aircraft Highlander. Is there room for additional development? There's a rumor from the dyno room that a special exhaust system was helping a 520iS into big numbers: 225 hp was reported, but the exact circumstances, rpm, etc. are not going to be disclosed until they are reliably repeated and until the exhaust system can be built to fit in a cowling. Scott Ehni's dyno is the real deal ... on which he tested the 390iS. ages. They are pretty close to rated horsepower. No leaks; starts right up." All Pumped Up and Nowhere to Go? So, why do the UL520i and its iS brother not have a home? It's a breakthrough in horsepower packaging. Not much heavier than an O-235 and with 65 to 80 percent more horsepower, it's more an equivalent to a 320 or 360, except it's measurably smaller. Maybe there simply isn't a tiny airplane (where it would fit and balance correctly) that needs the power, and a larger airplane has plenty of space for the legacy four-cylinder engines. But time does not stand still, and builders always want more power. It won't be long before the UL520i series starts showing up in a classic or light-sport aircraft design; it seems logical that a Pitts builder or a speed-crazed RV builder will see the inherent beauty in a compact, smoothrunning six. So, again, where are the airplanes? They will come, as designers see the possibilities. All ULPower engines ship with a 50-amp alternator, dual ignition (dual ECUs are an option), and comprehensive manuals. Four different prop flanges are available, up to 100 millimeters (4 inches) long; extensions are not recommended, as they have not yet been tested. Prices of these Belgian-made sixes fluctuate with the dollar/euro spread, with the most expensive 520iS currently fetching about $35,000, and the 140-hp 390 near $28,000. Because the currency rates are volatile, Helms advises locking in a given price with a deposit over the phone. The ULPower engine lineup was displayed at EAA AirVenture Oshkosh 2013, housed with Zenith Aircraft; and the company participated in Zenith's engine day (Thursday) at the same location. More information: www.ULPower.com Assembly animation: www.YouTube.com/watch?feature=e ndscreen&v;=ySz7TTLkwGY&NR;=1 Manufacturing footage: www.YouTube.com/ watch?v=JzIaRgP1wzE Tim Kern is a private pilot and has written for more than 50 different aviation magazines. He was a key builder on two aircraft projects and has earned the title of Certified Aviation Manager status from the NBAA. Comparisons by the Numbers UL520i/iS O, IO-320 O, IO-360 Horsepower 170/180 at 2800 rpm 150/160 at 2700 rpm 168-200 at 2700 rpm Weight 242 pounds 271–299 pounds 280–335 pounds Length OA 29.5 inches 29–32.2 inches 29–33.8 inches Width OA 30 inches 32.2–32.7 inches 33.4–34.3 inches EAA Experimenter 33