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T510

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Everything posted by T510

  1. T510
    My new android phone uses Starlink where there is no cell tower coverage
  2. T510
    Yep, it detracts from the forum and makes it less appealing to contribute here. Maybe facthunter and Brendan can start their own thread and use that when they decide to start sniping at each other. Brendan was relaying information he got from RAAus and CASA about the regulations, just because you don't agree with them there is no need to shoot the messenger
  3. T510
    Do you know what supercharger is he using? Be great to see some pics if anyone has some to share
  4. T510
    Not to mention leaving tuning O2 sensors in the exhaust, powering them through the ECU and not knowing the required power required through the circuit breaker. Stupidity destroyed that T-51, not the LS engine that powered it
  5. T510
    That's a ripper, I'd have one if the budget allowed
  6. T510
    http://www.epi-eng.com/index.html These guys seem to have their PSRU's sorted, some great information on their website too. They do ag conversions so they would need their reliability sorted, and they do helicopter gearboxes too https://www.aerosportengineering.no/ This company's bought their PSRU design from EPI and have been working on their own BMW V12 based package https://lsaeroengines.com/ LSAero engines have a psru available and seem to be focused on firewall forward packages for Murphy Moose upgrades Haven't been able to find any negative reviews on these companies, not that I have looked that hard.
  7. T510
    There is someone claiming their Chev Silverado with a 5.7L small block engine reached over 1,289,000 miles just with scheduled servicing
  8. T510
    A fully dressed LS1 (manifolds, alternator etc) is around 215kg, a 0-540 is around 200kg and a 0-470 around 192kg (depending on the model). Once you add a PSRU (around 40kg) the LS there is a bit of a weight penalty but a huge HP gain. My plan was a camshaft aimed to produce maximum hp around 4200rpm with an appropriate PSRU. By reducing the stock rev limit by 2100rpm the motor would not be working as hard hopefully giving greater reliability and longevity and you would still make ~275hp at 4000rpm
  9. T510
    I have seen big block (typically an aftermarket alloy block) and small block Chev's in planes as well as the LS series (Gen III or Gen IV) which was the new small block released in 1997. Probably best known in Australia for the 5.7L all alloy V8 fitted to late model Commodores. The Rover V8 was based on the Buick 215ci which was built in 1961-1963. Rover bought the design and tooling in 1965. It's power output is hampered by small ports but it is known for converting fuel and air into a wonderful exhaust note with a small amount of hp and torque as a by product
  10. T510
    2 hours ago, facthunter said: I personally think the chev Alloy V8 is a reasonable Motor for Aircraft, and said so BEFORE it was used in glider towing. It's NOT their High Performance engine though. It's a 2 valve Pushrod Motor. The Mercury V8 Motor is a very specialised Product. The Chev. alloy Block wouldn't like sea water. Even Cast iron doesn't. Nev A lot of marine motors are now using heat exchangers, they run closed loop coolant for the engine with a heat exchanger drawing cold water from the sea/lake/river so there is no salt/dirty water going through the motor. Don't discount the LS series alloy Chev's, even though it is a 2 valve pushrod motor it was used in performance models like the Corvette and Camaro. The commercial versions used a cast iron block with either cast iron or alloy heads and the same internals as the alloy block motors. Mercruiser used Chev V8's from the 60s till 2020, basically truck motors with a different cam and heads
  11. T510
    Chev V8's are very common in marine use as well where they run at constant high load for hours on end, Mercruiser used Chev based motors for years
  12. T510
    Idle and low load engine speeds cause a more rapid build up, a good hot run will help keep them clean
  13. T510
    Make sure you use a soft brush, you don't want to damage the electrodes. Avgas is known for lead oxide deposits building up, it is conductive and can cause misfiring issues. There are additives that can reduce it but I always preferred regular checking and cleaning. All 4 plugs being identical shows that the mixtures/fuel burn characteristics are consistent across both cylinders
  14. T510
    You are the perfect example of the Dunning Kruger effect Skip. In a world were recreational aviation is in decline, companies like Spirit Engineering should be celebrated. Not only have they designed their own engine and airframe, they are keeping the cost down and have delivered 18 aircraft, all in a 10 year timeframe. What have you done for aviation apart from sow negativity at every opportunity - you must be great fun at parties
  15. T510
    Allshelter know how to charge, they claim a superior Australian made product to the Chinese ones and offer a 10 year warrantee. Don't know the accuracy of their claims, I think the Chinese would definitely offer the better value, even if you have to replace them more often. I am reskinning mine in corrugated iron sheets. I'll add a rear wall and front doors too. Mine is ground mounted, not on containers
  16. T510
    That's a bargain. Mine is an All Shelter brand and they quoted me $14k for a replacement cover with tension kit ($8k without the tension kit) and $14k for a rear wall.
  17. T510
    What are your plans for it now? Are gears available to recommission it?
  18. T510
    If you are belching out 2mt flames a change of diet may be in order
  19. T510
    Well spotted, will make servicing a lot more time consuming
  20. T510
    Where are you located Dean?
  21. T510
    Looks like your X-Air has some interesting hangar mates
  22. T510
    I currently own a RAAus reg aircraft and a VH reg aircraft. I plan on doing the MPC as soon as it is available. Do you know when it will go live?
  23. T510
    No need, I am sure the info RAAus supplied to me is correct. I misunderstood Brendan's comment, the Titan Tornado is not a group G aircraft, the requirement for a new CofA is only for Group G aircraft.
  24. T510
    That's not what RAAus told me on Tuesday when I called to enquire about transferring a VH reg aircraft to Group G. They said a new CofA is required and needs to be issued by a CASA Airworthiness delegate
  25. T510
    I wasn't too clear on that was I. To transfer a Group G aircraft from VH to RAAus would currently require a CofA from a CASA Airworthiness Delegate. RAAus are trying to come up with an alternative.
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