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bushcaddy105

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Everything posted by bushcaddy105

  1. bushcaddy105
    Are we missing the obvious as stated earlier in the thread? A properly engineered brake system will not allow a nose-over on run-up. Even with greater than normal pedal pressure a good system will allow the aircraft to creep forward once, for example, 75% power is achieved. With the stick fully back (as it should be!) a nose -over is pretty well impossible. Why look for technology to solve what could have been fixed by better engineering in the first place?
  2. bushcaddy105
    This may not be relevant to small aircraft tyres, but:- I also play with vintage cars and had trouble balancing 30 X 3 1/2 tyres on a Model T Ford equivalent wheel. The Model T club in the states put me on to glass beads as used in steering wheels on trucks. I didn't believe that this would work, but bought a kit to try to prove the idea one way or another. The results were startling , to say the least. With the car on a hoist you can spin the front wheels and as they come up to speed the beads distribute themselves to the lightest spots and all vibrations disappear as you hear the beads stop rolling around. We drove this 1923 car to Canberra and return last October and had zero balance problems ( nearly 3500Km). I'm not sure about the small diameter of Jab wheels, but is anyone up to trying it? Google "balance beads" for more info.
  3. bushcaddy105
    From the installation instructions which came with my Matco's, you ONLY use hydraulic oil. The cylinder and caliper seals are not compatible with auto brake fluid which also is hydroscopic (absorbs atmospheric moisture). The mil spec oil I purchased came in a sealed quart can, but looks and feels much like the red auto trans fluid, eg Dexron. III.
  4. bushcaddy105
    Currently trying to fly north to the APY lands to visit a friend. Called it quits yesterday at Glendambo when ground speed dropped below 50 kts. Camped overnight at the airstrip. While the wind swung from N to W overnight it dropped enough to head to Coober Pedy this morning. The last 40 miles was sheer hard work. Gusting 30 kts with up to 5 tailwind component. Windsock on 22 was dead horizontal and swinging. The eventual landing after 2 gust relaunches was surprisingly smooth! Now in the roadhouse waiting for the wind to drop, but no sign yet. That's my last flight story.
  5. bushcaddy105
    EA81's have a small bypass hose from the thermo housing (right alongside the thermostat body) back to the water pump inlet, thus ensuring a gradual warmup of the thermostat and preventing sudden opening or closing. It works well.
  6. bushcaddy105
    All of the above highlights one big advantage of a fully liquid cooled engine - hence the great track record of the Subaru EA81. The stock car thermostat (83 C) keeps the coolant between 80 and 100 under all conditions (with correspondingly low cylinder head temperatures) so thermal shock isn't an issue.
  7. bushcaddy105
    Sorry about the spacing of the above - I had it all spaced out with lots of space between the columns, but posting the message removed all of my careful layout. PM me if you would like a scanned copy of the original data sheet.
  8. bushcaddy105
    Here's the specs for a Wade 240, straight from the sheet that came with the camshaft Cam Lift Duration Adv Duration @ 050 Valve Clr Valve lift Cam Lift tdc Phase <) Intake 283 282 220 0.017 0.4126 054 109.5 Exhaust 283 280 220 0.017 0.4126 With all this info, any cam grinder should be able to produce the same specs. They seem to be pretty well ideal for the EA81 as we use them. The main difference from standard is higher lift, but you must check the rocker geometry. I had to lengthen my pushrods to accomodate the smaller base circle diameter of this cam, even after taking .040 off the head faces. I hope you get it all sorted!
  9. bushcaddy105
    Would be great for the power output, IF it was lighter. I haven't seen an actual weight, but it's not likely to be any lighter than the EJ series engines and they are too heavy to consider for RA-Aus aircraft. It also has the unnecessary complication of variable valve timing on both inlet and exhaust - not needed for aircraft duty. I guess I'll have to stick with the old faithful EA81!
  10. bushcaddy105
    It's some years since my experience with importing a kit, but back then the rule had just come in:- If it's in a wooden crate and/or the crate contains any wood, it WILL be fumigated. I can't imagine that the rules would have softened any since then.
  11. bushcaddy105
    More thoughts on Natfly:- Having missed 2013 through registration delays, I again made the trip to enjoy the flying, the forums and the socializing. This being my 4th Temora after several Narromines. What I find disappointing is not the event, but the steady decline of homebuilt aircraft and particularly so the innovation that is part of that scene. Every year the emphasis seems to shift further towards the flashy GA substitutes with their $100k + pricetags. Is it any wonder that we recreational flyers are collectively assumed to be filthy rich by the general population, just because we own an aircraft? While not wishing to buy into the politics of proposed maintenance training, I came away from the relevant forums with the feeling that despite having spent over 1500 hours building my aircraft (including an engine conversion) I am not to be trusted to understand it enough to be allowed to continue maintaining and inspecting my creation without passing an exam and having to arrange for an L2/L4 inspection. Surely some form of recognition of prior learning should be allowed for. I will continue to fly for the enjoyment - Sunday's flight home was 7 hours of glorious flying despite headwinds.
  12. bushcaddy105
    As it just happens, I again intend flying my R80 to Natfly, arriving Thursday PM. Be aware, though, that mine is not standard issue as it is powered by a Subaru EA81. Otherwise you could visit me in Midnorth South Oz for a squiz.
  13. bushcaddy105
    The flying club at Stirling North (just SE of Pt. Augusta) has a LW they use for training, but I don't think there is a regular instructor available. They are at the field every Saturday and host a sausage lunch. Ring Ron at 0407 619 703. He can provide more info. I'm just a sometimes lunch visitor.
  14. bushcaddy105
    Yes it is a Metasokol. I know the aircraft and have flown in it. It is classed as a tailwheeler, with the tailwheel under the centre fuselage.
  15. bushcaddy105
    A relevant observation:- I use Avgas most of the time, as at both home base or en route it is much easier to pull up at the pump and swipe my card. The odd splash or dribble on the polycarbonate windscreen has no effect whatsoever. When using PULP at a country airstrip the wind blew a few drops across the top of the screen where it curves up to the wing, and the screen INSTANTLY cracked and/or crazed along the splash lines. Happened to be Shell PULP for what it is worth. There are obviously some potent aromatics in Mogas that aren't used in Avgas. I will gladly stick with Avgas, despite the price premium.
  16. bushcaddy105
    Done! In 6 years of holding an ASIC, I have been asked for it on one occasion only, and this in NSW. Never have I been asked for it in Regional South Australia. My submission certainly made it clear that I question the effectiveness of this overkill approach.
  17. bushcaddy105
    All these big numbers!!! We are about 16Km from our phone exchange, so no ADSL. Our valley has no 3G (or any other G for that matter) coverage by any provider, so no wireless or mobile. Telstra landline is our ONLY emergency phone, and when that went down at the height of the recent bushfire here, Telstra's "emergency repair" timeline was within 7 days. They actually took 3 days. We have NBN interim satellite so-called broadband - slow and limited download. But would we move back to the city to get better communications? NO WAY!! It's not that many years ago that all this connectivity was science fiction stuff, but it is taken for granted now. Do we really need it?
  18. bushcaddy105
    Tindo Solar at Mawson Lakes (Adelaide northern suburb) use a $4 million robotic assembly line to manufacture both AC and DC panels. Each AC panel has its own mini-inverter to output 230V AC. They welcome visitors and I believe their website has a video of this assembly line in operation. They claim to be Australia's only PV panel maker.
  19. bushcaddy105
    You will of course rebuild the engine, as a modified camshaft is fitted. It is most unlikely that oversize pistons will be needed, as the cast-in cylinder linings just don't wear. My engine had 220,000 km in a car, but still had hone marks intact. Measure the crank pins and regrind as necessary. The bottom end of EA81 engines is very strong - there was a factory built version with fuel injection and turbo which is rated at 125 HP and uses the same crank. It isn't possible (or advisable) to just bolt up a used engine out of a car - it won't develop the power needed in the rev range desired. If you are not into engines and understand what mods need to be done, please don't try!
  20. bushcaddy105
    Yes, a bit heavier than a Rotax at 92Kg including starter, belt reduction, engine mounts, 50 amp alternator and 4 litres of oil in the sump. Payoff - about 25% of the initial cost of a 912S, cheap service costs, much simpler engine bay plumbing. Possible negative - one only electronic ignition system with platinum plugs, but when did you last have a failure of your car's electronic ignition system? It comes down to personal preferences and standards - I'm happy with mine after 8 years (and 608 hours as of yesterday) behind my EA81.
  21. bushcaddy105
    Geoff, as a long-time EA81 driver, I am concerned that 5,600 rpm sounds rather high even for an injected version. My experience is that oil temp. increases in almost direct proportion to revs while coolant temp. is no problem. I found that increasing prop pitch and running with a wider open throttle increased economy and kept oil temps reasonable. I have never fitted an oil cooler, just a duct to provide ram air over the original sump. On WOT climb on a hot day I see up to 120C which then comes down to 105 in cruise. I run a Bolly 3 blade 72 x 60 at 4300 rpm cruise on a single carby engine. Reduction is 2.25 to 1. As an experiment some years ago, I fitted an oil temp sender to the sump plug on our EJ25 in a Subaru Outback and was surprised to see 125C at 110kph on a 35C day while driving to Adelaide. These temps are considered normal in car engines working nowhere near as hard as we run them. A call to Castrol's tech people confirmed that they are happy for semi-synthetic oils to run continuously at 125C. Brief excursions higher call for more frequent oil changes. I offer the above as food for thought, not as any prescription for your installation.
  22. bushcaddy105
    Metal aircraft - I use a truckwash detergent and a small pressure cleaner. Only have to hand rub stubborn bugs from leading edges (and then only because I'm not good at cleaning them after each flight) It's also easier than trying to reach across a large wing chord.
  23. bushcaddy105
    I'm with you, Andy. I have used the Headsets, Inc. conversions in Pilot headsets for years now with additional power sockets on the panel to supply 9 volts from a regulated supply run off the aircraft 12 volt rail. No need to worry about batteries until (rarely) using my headset in another aircraft. Also saves having a battery box flopping about in the cabin.
  24. bushcaddy105
    For goodness sake, Redair, you DO over think! Haven't you got your paperwork in order so you can go flying and take your mind away from superfluous thinking? P.S. We're currently in Canberra on a car club run, so I've got too much time to spend trying to stop you thinking. (Yes, the 90 year old car has successfully made it to the big capital - next job is to see if it will get home again next week)
  25. bushcaddy105
    I have seen pinhole corrosion in an aluminium head bore a tiny hole from the coolant passage into the exhaust port. Discovered by slight coolant stain at the exhaust flange. Caused by some tiny bit of foreign material being included in the head casting at manufacture, and setting up electrolytic corrosion. It took years to eventually break through.
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