Paul Kendrick

  • This is one of the many projects that has such great history and a builder with insane determination. Read Paul's story and send us you own Titan™ story to share with others here.

    Paul Kendrick
    Paul Kendrick
    Paul Kendrick
    Paul Kendrick

    I started building my RV-7 when I was 19. I was a full time aeronautical engineering student at Cal Poly and was working a full time job at a small engineering firm building UAVs. Over the course of the build, I bought into a lot of hype about automotive conversion engines, and bought a Subaru package. From start to first flight took about 7 years and around 2000 hours of build time. During that period, I continued to work full time for the drone company, graduated from Cal Poly (with a business degree... didn’t quite finished the engineering), and courted and married a young woman willing to put up with my airplane project.

    While at Cal Poly, I managed to convince the Chair of the Aero department that the university should build an RV, as well. I taught a lab class for a couple years and made pretty good progress through the kit. The project stalled for awhile, but was ultimately completed and is now used to teach flight test.

    I flew my RV with the Subaru for about 360 hours. By RV standards, the plane was heavy and slow, but it was a still an RV, so not all bad. I enjoyed a lot of local flying with family and friends, and in 2012 flew back to Oshkosh.

    In late 2012, I decided that I’d had enough of the Subaru, and was ready to make the change to a Lycoming. I bought a used engine with the intent of overhauling it, but it turned out to be quite the basket case. I sold off the good parts, and bought an “overhauled” engine instead. As it turned out, the overhaul was rather poorly done. The shop warrantied their work, but after 6 months waiting for the rework to be complete, I finally realized I would be best served by buying a new engine. After collecting quotes from several vendors, I concluded that Titan™ offered the best value proposition, and the IOX-370 was clearly going to give me phenomenal performance.

    So, with a proper engine and prop (Hartzell blended airfoil), the only logical thing left to do was put some paint on the plane, call it done, and get back to flying!

    Airframe Type

    Experimental RV-9A

    Performance

    Maximum Continuous HP185

    Max. RPM @ full power2700

    Maximum Recommended TBO (hours)2,000

    Number of Cylinders4

    Bore (inches)5.125

    Stroke (inches)4.500

    Displacement (cubic inches)371.0

    Compression Ratio8.1:1

    CHT - maximum500° F

    CHT at max. cruise (recommended)425° F

    Spark Plug Boss

    18mm / 14mm

    Fuel

    Delivery SystemFuel Injection AFP-150

    Aviation Grade, Octane (recommended)
    100/100LL

    Dimensions

    Height (inches)20.36

    Width (inches)33.41

    Length (inches)29.07

    Weight

    (estimated dry weight in lbs.)255

    Oil Temperature

    Desired T/O180°F

    Maximum Oil Temperature T/O245°F

    Normal Operating Oil Pressure,
    psi (Max/Min/Idle)90 / 60 / 25

    Engine Mount

    Dynafocal Type 1 (Conical optional)

    Propeller

    Constant Speed (Fixed Pitch optional)

    Prop Governor

    LocationRight Rear

    Crankshaft

    Flange.44 thick

    Stroke4.375

    Bushings (prop bolt size)1/2-20 UNF

    Oil Capacity8 quarts

    Induction PlenumPlenum Hot

    MaterialAluminum

    Base Price

    Subject to change$22,775.00

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