UL Power UL520iS Engine Install on the DarkAero 1 - Part 1 

Man you guys deserve to be a million+ sub channel, these days RU-vid is filled with so much crap videos, viewers for awesome videos like this is scarce though. But you guys doing an awesome job. keep uploading!!!

Truly impressive and inspirational project. The quality and attention to detail is so nice to see, thank you for sharing this! Love your videos

The target specs for this plane are just incredible. Would love to build one someday!

That's impressive - You guys started this from scratch. Been following your work since the beginning. Amazing design follow through. .

Really nice workmanship on that, great attention to detail. Such an exciting project

Please utilize an augmenter exhaust system. Use the exhaust to create a low pressure system where the cooling air exits. It's free!!! Each exhaust puff pulls cooling air into the cowling. I made an exhaust system like this in my RV7 Project. Even on the hottest days, çylinder head temps were 300 degrees. It also work when you have a long taxi across a hot airport. You guys are doing such a wonderful job. Put your brain power to work thinking about an augmenter. I would be glad to tell you the simple method I used to size the components.

That is a slick looking setup.

Love your workshop setup and videos. Dream place for design engineers

Looking great, fellas! Funny how, maybe at the outset, it would seem that the engine bay has loads of room for installation and then, in the end, there is just enough space for all the systems. If my understanding of the UL electrical system is correct, the engine will function with battery power (limited duration) or alternator power independently, or nominally (watching lots of NASA, Space X video lately) alternator maintaining battery-powering ECU. So, in essence, you have something more than a double redundancy with two batteries (and two ECUs?)depending on how they are wired into your bus (es). Firewall mounted oil cooler is one less mount to fail. Many oil coolers are hung off the cooling plenum in other installations which often results in mount failure.

Hey Guys!! My name is Leandro and I speak from Brazil, I am passionate about aviation and it is part of my life, I always wanted to build my own plane. I've been dating the Lancair Legacy for a long time, but I was never convinced that I would have the necessary assistance to complete the mission. Your project is incredible, attention to every detail and apparently you are concerned with creating a true kit building experience. I am excited and believe that you will help me to fulfill my dream. Big hug.

Great Job! :) Some quick questions I had were, do you plan to make a 4 seat version, and secondly what all electronic safety systems will be in the Dark Aero 1. Can't wait to see one in the air.

Excellent craftsmanship & attention to detail! Well done!

Amazing work!!! Glad to see you're back in the shop!!!!

impressive engineering. can't wait to see it fly

Excellent that you are using an established modern powerplant with a new design. It is tough developing both at the same time.

Nice clean installation.

I'm blown away with the thought, effort, and choices being made. Awesome plane. I always wanted a 4 seater and room for golf clubs. My mind is changing. 😉 I pray the final price is within my range....under $125k.

Looks good, guys! Perhaps a tip; The engine cooling depends largely on airflow and low pressure under it. Try to avoid the clutter under the engine, as it will make proper engine cooling hard. Ask the people at ULPower about inlet-to-outlet ratio and make sure you create a clean low pressure zone under the engine.

Looks beautiful

after so long i see you come online ♥️🙂

Awesome! May be cheesy but would like to see some lighting holes in the battery holders.

Looks really good!

Questions: 1. Why is the oil cooler on the opposite side of the oil filter? Space, hose strain relief, exhaust space? 2. Why is the cabin heat supply taken from the left airbox rather than right? Hose turn radius? Awesome workmanship and videos. Thanks

Great work guys. It drives me nuts that the engine makers can’t put the air inlet in the right position and direction. The 180 deg bend is inefficient and ugly. Buts that’s my issue not yours. I’m so happy for you guys. Keep up the great work.

3:49- ignition harness securing, try a clickbond panpole bonded on the firewall. Back in my spacecraft days we used a ton of those for harnesses. Just make sure the adhesive is high temp so it doesn't debond(to do so, we'd stick a heat gun on it).

Very clean installation and explanation.

Some beautiful workmanship. Suggest using SCAT over SKEET on your cooling - I have personally seen delam of the inner skin and it will obstruct your flow. Also silicon seal the front side of the oil cooler (you probably just have not gotten to this yet). Am subscribed and enjoy you build immensely!

Guys, I've been following your incredible build from the start. Myself, I'm building a Velocity SE and I'm at a decision point as to the powerplant. I an seriously considering the UL520T as I live in Northern California and frequently venture over the Sierra Nevada Mountains. I would love to get a few minutes to hear your thoughts on the UL engine quality, components and installation. Thanks and keep on keepin' on!

Clean professional instal

My ovations to use UL520is in your plane guys! Wise choice which will make all us safer while having fun flying!

Nice looking engine 👍🏻

i want to see this baby completed and tasting the skie for the first time ♥️🙂 this is the most beautifull and the closest thing to a fighter plane it can get

Hey guys, you are doing a wonderful job. What’s the plan for the intake air? Will it be scooped up from the from two engine cooling inlets?

What’re you guys looking at cost-wise for this engine set up the way you have it? You know, including all the extra sensors and system backups that don’t come with it as standard from factory. Can’t wait to fly one of these when they’re available. Great looking bird!

That's a beautiful engine ancillary layout. Any plans for EGT thermocouples?

Riley, love the videos and the content. Love your down to earth explanations. The only suggestion I would like to make is please get remote mike. Your audio level is up/down and sometimes difficult to hear. Looking forward to see this bird fly!!

Awesome! Ads an A&P, I have a concern with the cylinder cooling there doesn’t seem to be an easy way to pull spark plugs or do a compression test. Does this engine not need the plugs ever changed or the compression tested?

Good looking build with regard to the fuel you said you can run either pump gas of race fuel how does the ECM adjust for the different octane ratings ? Second with the air box only having on opening at the front doesn’t the last cylinder receive the heat from the first two? That heated air coming from the heat box is now hot how is that supposed to keep the battery’s cool?

Would love to build one! Guess I would need to learn to fly! Are there plans for a 4-place kit? Your parents are very proud of you guys! Keep up the great work and vids!

I would have expected to see wire supports closer to the plugs and cylinder temp sensors to keep wire vibrations from damaging the connection at the plug boot or top of temp sensor.

clean and sleek design, naca inlet for oil cooler is an option

Great work, guy's! One question is are those fins on the tops (outside ends) the cylinders in need of cooling? or are they just oil return volume around the valve springs?

Very tidy installation. The UL engine ought to last forever at its understressed 200 hp. I understand maximum efficiency to be in the design brief; yet I can’t help but imagine a turbocharger on a further development of the aircraft. As it sits though, it’s wonderful, good job.

Beautiful installation. 3 questions/comments.. I assume there will be a gascolator so you can check for water and debris. Where will the air filter be and will you have a control to bypass it? Finally, can you post a fuel system schematic? The Rotax 912iS fuel system recommends a bypass line with a restricted orifice that serves a number of purposes including helping eliminate vapor lock, you didn’t talk about that, but that might be more detailed than you wanted to discuss.

Nice vid on the engine. Couple comments... - wish you had talked about the engine mount and whether considered softer than typ rubber mounts to decrease sound in cabin - also wish you had discussed weight of engine compared to IO-360 Lyc. - also source of oil mist separator, or was it custom? Thx, look fwd to more vids.

Great progress! Any thoughts or plans on integrating a ballistic parachute?

FUEL AND OIL SYSTEM: 1) Are the two primary fuel filters located in the cabin or in the front wheel well? 2) What provision have you made for mitigation of a fuel leak and/or fire on both the cool-side and hot-side, mount locations, of the fuel system (logically each of the connectors is potential points-of-failure)? 3) Does the oil-demister have a failure scenario where the bypass air could be contaminated with vent oil or oil mist and thereby could venting directly into the exhaust plenum possibly result in a oil fed fire? ENGINE UPGRADES: 4) Does your engine compartment have room for UL520iSA with its modified engine case, oil sump and oil pickup system including with the larger oil air breather oil which allows acrobatics such as vertical climbs, extended inverted flight and negative-G flight regiments and is this a feasible add on-you designed the airframe to handle this type of flying? If not, how difficult would it be to make room? 5a) Have you done a back-of-the-napkin design for feasibility, of the turbocharged (or is it a supercharged?) version of the UL520? 5b) If so would it fit within the existing engine compartment cross-section? 6) Is there room aft of the cabin to create a battery compartment to counter-balance these later engine mods including, if needed an engine bay stretch? AVIONICS: 7) Is there physical space as well as unused weight budget available in the avionics bay as well as the instrument panel? 8) What is the avionics weight budget? 9) The avionics bay seems quite cramped. Does it have an active cooling system? 10) What is the weight budget allocated to avionics and instruments? OXYGEN: 11) Since the cabin is unpressurized, is there space mount an oxygen system for the pilot and passenger for flying above 10,000 feet including FL180 through FL200 (I live west of the Rockies. Flying over terrain vs lots of canyon flying seems safer especially with your higher performance DA-1.)? CABIN HEAT: 12) What is the projected engineered-in ambient air temperature, altitude and airspeed that the cabin heat can compensate for? COLD WEATHER FLYING: 13a) I see no provisions for wing, control surface and prop de-icing, nor would I expect it, but icing aside, is the airframe suitable for cold weather flying (winter/arctic)? 13b) If yes, what are parameters for cold weather flying? 13c) Does the carbon fibre in the craft limit G-loads in cold weather conditions and if so, what are these design limits? OVER WATER FLIGHT: 14a) Does the aircraft have provisions for FAA or in my case DOT approved over-water flying? 14b) What are the over water flight imitations expected to be? 14c) If so, in a ditching over water, situation, what type of floatation equipment is or could be made available without compromising your design? OTHER EMERGENCIES: 15a) Does the aircraft have provisions for a crash activated emergency transponder? • BAILOUT - I believe initial flight testing, even for experimental and kit built prototypes, may require the test pilot have a parachute for a situation where the airframe breaks up at altitude. If not a Regulator requirement, I suspect most test pilots would make this a contractual requirement. 15b) Can the seats back padding and seat belt harness be modified to allow for a thin chute insert? 15c) I believe your design has the canopy hinging forward. I know this may not work in a flat spin with little air moving past the canopy but does your design have a provision to pop/eject the canopy in an emergency? WINGLETS: You have indicated that you are looking at adding winglet in a future design iteration. These would increase safety margins by lowering stall speed and improve landing handling characteristics, increase rates climb for a given unit of power and improve higher altitude flight characteristics. They can also increase fuel efficiency, increase range, increase in aircrafts full weight limits, provided the airframe and landing gear can maintain safety margins, and some designs integrate winglet tanks to further increase fuel load which further increases range. 16a)I know the development timeline is fluid, but saying flight testing is completed by late 2020 or early 2021 and kit production begins in early to mid 2021, where do winglets sit in the priorities list for Dark Aero future upgrades? 16b) Is it top of the list with 2022 being projected for winglet development?

great install fellas! i might have missed this elsewhere but are there 1 or two alternators? also what is the planned battery backup time? (30 minutes or more)

What's the calculated cooling drag? I've red a few docs and it seems to me that water cooling (although heavier) is able to give much less drag with properly designed radiators/heat exchangers. But, aircooling is adhering to the KISS moto, so i guess that's that

Really clean! I have to ask though. I've been watching a few other videos involving Lancair 360s (which, to me, seem like the spiritual ancestors to the DA1) and a really common issue with them is engine cooling. For example, many can't do a full-power climb without cooking the cylinders. They seem to have significantly more inlet and outlet area, unless there are going to be additional cutouts in the lower cowling that haven't been shown yet. Is this a concern? Is the UL Power engine more thermally efficient, or are you relying on more speed and a better plenum design to overcome the thermal issues? Thanks! Looking forward to the future videos.

Great videos so far and a fascinating build. I'm curious about the fuel pump set up, are the pumps positive displacement? Running those in parallel like that and having centrifugal pumps would allow fuel to backflow in the opposite pump and I didn't see check valves in the setup. Just curious, you guys are intelligent and probably already thought of that.

That’s tight!

This was labelled Part 1, and there were references to later parts... but I don't see any in the channel's video list. Was there ever a Part 2?

Awesome looking plane! That engine looks badass. I'm very curious about the sound it will make.

Did you look at getting the cabin heat from the oil cooler... should be a little simpler to duct that into cabin.

Really interesting project! I was curious on the firewall material? It seems like it should be covered in stainless or something for fire protection. Based on everything I've seen, I'm sure you've thought about that already, just curious.

Clean

Is the airframe designed to allow for future higher HP engines? I see that UL makes that engine up to 220hp.

You're doing great new things. I have one concern. Mixing carbon fiber and aluminum is a very tricky design problem. The special affinity of carbon and aluminum is a dangerous characteristic. I had to see for myself 15 years ago. The test was to draw lines with a pencil on sheet aluminum and wait 10 months. When I went to pick it up from behind the bench to see if bending would break it on a line, it actuality separated along a line that was with the grain. !

The majority of cooling air diffusion should occur upstream of your inlet for a huge reduction in cooling drag. Your systems installation is beautiful but a lot of that will change after first flight. The more effort you put into your initial build the more reluctant you will be to change it after test flight. Burt had great success with the opposite approach. Mike Melville and Dick Rutan built the first long ez prototype in 10 weeks. Then they refined the systems and details on subsequent builds.

I was researching that engine, which seems to me to have a lot going for it, but it gave rise to two questions: 1. How do you know you'll get the performance you expect at higher altitudes with a NA engine? , and 2. Would a 4 cylinder engine with a turbo give similar power to weight, without losing engine performance at higher levels? Thanks!

Hi guys nice work, I have so questions regarding your engine installation, how you gonna deal with event of a engine fire (AC 20-135) I dont see any stainless steel or titanium sheet between composite firewall and engine?

How did you determine the size of the air inlets for the cylinder head cooling boxes?

Great stuff! Would you mind sharing what material and printing method you are using for all the inlets?

I'm sure there's a good reason, but why does the cabin heat come from the exhaust and not the oil cooler? Not enough temp? It seems like it'd be a nice way to eliminate the most common source of CO in the cabin.

Did you galvanically isolate the firewall from the carbon fiber in the firewall forward? Curious what was used for that. I love the way this is coming together.

By the way, did you consider this new UL520T (turbo charged) engine?

Hey guys love watching this come to life . Wouldn't you want two injectors for redundancy in the ignition/combustion area? I was just curious on the probability of failure in one of those since spark/ mags are doubled up with the redundancy for ignition. I know injectors can be pricey tho...

Did you spin the spinner off line to ensure its balance?

Great looking install. How easy is it to remove spark plugs with that air box?

With the emphasis on aerodynamic smoothness, I didn't see any jack points. For gear swings, etc, will the completed airplane be on a foam pad cradle or some such? =PC=

Nate Mullins in a long EZ did not seem to have too good of luck with this engine. How will yours be different?

Awesome! What's the material used on the 3D printed parts?

6:00 шланги подходящие к теплообменнику на выпускном коллекторе не расплавятся от температуры выпускного коллектора? 6:00 hoses suitable for the heat exchanger on the exhaust manifold will not melt from the temperature of the exhaust manifold?

It's all sensible and tidy, but for reliability wouldn't it be preferable to have one battery and one set of ignition coils on each side? That way a problem in one area would be less likely to take out all electrical power or all ignition.

UL Power UL520iS is realy good choise: 200 hp with Ready-to-fly weight 108 kg (238 lb). You suspect DarkAero 1 will have cruise 275 mph but this is more than Turbocharged Piper M350 - 213 ktas (245 mph). I hope DarkAero 1 will be realy so fast.

is there a redundant electronic distributors?

When I flew C210 and also Britten Norman Islander BN2 that had an iO540 at 300 Hp. So for an extra 20 cubic inches over the UL power 520 with all that flash control systems I was getting an extra 50% power or 100 Hp more with a comparatively simple engine. Just seems like a low Hp for the displacement and FADAC.

Question? Why the separate diodes and voltage regulator instead of following automotive practice and put everything inside the alternator. Some older autos put the regulator outside, it is about the size of a pack of smokes.The cabin heat tap off, is it enough for northern states and Canada. I know it is likely good enough for Calif. many southern designers had underestimate the heat requirement. I froze enough times in leaky 172 to know. At least this UL engine is the right RPM instead of 3000+ But UL, like Rotax, have not done the industry much favor by lowering cost.

Did not see grommet on hole for spark plug wires

Hi! What do you think of switching to UL Power 520 turbo normalised version?

I don't know if ye do or not but do ye have a parachute for the plane?

Any consideration to the Jet-A fueled internal combustion DeltaHawk engine ?

The way the fuel pumps are plumbed, one of them will have more flow restriction in the plumbing fittings and so will presumably flow less volume... the same pump, all of the time. Reverse the connections on one end, so that each pump has one right angle in the flow (on the inlet side of one and the outlet side of the other) and flow will be more balanced. This is a fluid analogy to a common situation in parallel battery wiring; it won't matter as much here, but why unnecessarily put one pump in a more stressed situation?

Are you gonna use a constant speed prop?

Do the fuel pumps each have their own check valves in series with each pump to prevent re circulation if one pump goes out?

Is there room under there to install the UL520 Turbo?

Is it possible to upgrade the batteries to racing li- ions to save alot of weight?

Slick. That divergent duct on the plenum looks like it's creating a venturi over the first cylinder thoug. Is that an illusion ?

Why dont you use the wasteheat of the Oilcooler for cabin heating? Placement would be perfect and you reduce weight and the risk of CO in the Cokcpit.

Considering this is a low wing airframe, how is the header tank fuel level maintained? I bet the Dark Aero One's fuel system is more interesting than most. I'm very curious.

Do you fellas have any comments on the UL520iST (Turbo) ?

I want to see this plane flyin' :D

How about LiFePO batteries for weight? and will you use UL's turbo engine at some point? how about metal foil and insulation on the firewall?

I think it's a miss not going with one of the Jet-A engines. Fuel is half the price and has 30% more energy/gal, so fuel burn is less, too. Also, I hate the idea of leaded exhaust coating everything, so what you didn't breathe gets picked up on your skin when you touch the plane. They seem really heavy, though. I'd like to see DarkAero in the vanguard, and I think Jet-A is burgeoning. Luckily, I don't have to worry about this being a show-stopper for me; it's the 2 seats. Maybe DarkAero 4/6 (passengers), please?

What happens if the fuel filter gets plugged? Is that a possibility?

What's the rubber grommet on the bottom front of your engine for?

I wish engine designers would use the camshaft drive system to double up as a Prop Reduction Drive!

I think you will find that the airboxes crack unless you put in a couple of slip joints.

What flight level for cruise flight are you expecting? Oxygen system?