Activity Stream

I have lots of hours behind my 582 and others, what info are you looking for?

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Reliability, how has it been. Can you run 100LL if necessary. How do you mix the oil, I've been told 50:1 and 40:1. Would you trust the 2 stroke rotax (582) on a long cross country?

I have lots of hours behind my 582 and others, what info are you looking for?

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Randy, "SuberAvid" and some others could probably give you lots of comparison info too, since they fly both 2 and 4 strokes.

ED in MO

Enough technical BS... Yup it works..Shot this today after I got bored as hell flying straight and level. I updated my log book today after a few flights and I also broke 1000 logged landings today!! :angeldevil:/>/>

Yahoo! What fun!

At high altitude when my 582 could be operated at full throttle and not exceed approx 75% of its power, I would set the prop to run at 6000 and just run wide open and lean it to get egt's as high as I could, (usually in the 1100's because I limited max leaning by choosing a large reference orifice in the mixture control). At high altitude the plane was pretty anemic, especially on a high density altitude day. Even at 6000 RPM full throttle in level flight, the nose would seem a bit high and the 582 would hum along putting out barely enough power to keep the plane in the air and run so quietly and smooth it was erie.

One time I took it up over 14,000 feet just long enough to get there. It took a long time to get there and it was actually creepy how quiet, smooth and anemic the engine was!

ChrisB

Interesting guys, I'm still trying to absorb all the information I'm reading. Does anyone have experience with the 2-strokes that can chime in? In particular the 582 or 670 conversion?

I have lots of hours behind my 582 and others, what info are you looking for?

Interesting guys, I'm still trying to absorb all the information I'm reading. Does anyone have experience with the 2-strokes that can chime in? In particular the 582 or 670 conversion?

Hi all, A while back, I ran accross a Kitfox 1 kit that had very little done on it. I ended up bringing it home today, I don't intend to build it at this time, more likly going to roll it over and hopefully come out just a bit ahead on the deal. Not sure what will be best, part it out or keep it togeather. So far, it seems I'm missing the doors, and the elevator push-pull tube. The guy is going to look for them, so maybe they will still turn up. Anyway, that's the story for today. Here are a few pics. Got quite a few boxes of small parts, didn't put them on the floor with the big stuff for the pics, but it seems like most if not all of that stuff is there. Take care, Jim Chuk

PS last 2 pics of the wheel hubs and brakes. Never saw brakes like this before, anyone familar with them?

Jim the brakes are Airheart brakes. I have them on my Q-2 and they work well if mounted so they float properly.

Here is a link to their website:

http://www.airheart-brakes.com/

Paul Spackman

Well Ed, I thought I had a pretty solid supplier for the engine until Arctic Cat and Suzuki split the sheets.... if it works as I think it will, I will be combing the web for used sleds that were wrecked and I can get the engines from them and rebuild them. I can get all parts all day long for the 800 engine, but not whole complete new in the crate engines...

If the adapter plate works and I can get the performance I think I will, I will pull the plate off and send it to a shop with CNC and have a stack of them cut for use by others if they want to go this route. The biggest challenge is still going to be getting the exhaust working and keeping it inside the cowling... This is where the 4 strokes really shine!

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Wild West Guns in Anchorage has CNC now - and they make parts for Atlee Dodge, or did - However, for my production work, I contracted with a shop here in Missouri and even with the shipping it was cheaper than Alaska.

And, my steel parts were heavy.

2024 would last a lifetime that heavy, and a coat of paint, IMO. 6061 is even cheaper and less corosive - still would paint.

So this is a Suzuki engine?

As the performance goes, I know that my Suber-Flapper will be a heavy plane, but I need a comfortable commuter for those 500 mile trips here in the flat country - No potholes or snow here to fly into, and I cant swim.

If it comes in under 800, I will be happy with the 1320 mtow. Very few places to land here under 2000 feet long anyway. Gas mileage is a big plus with the Soob. And time means little when you are retired, except worrying when you will run out of it!

I've got a spare $1000 Soob sitting in the shed - but will hold on to it until my reductions engine is proven.

ED in MO

Leni, Thanks for the kind words about our "old-fashion" 4-cycle Soobs. Sometimes it gets lonely on here.

I hope Richard reads that too.

Randy will need JATO and an afterburner to keep up with your new engine - Hope it works good, as a lot of people are surely watching - Is "Leni's Super-2 Engine Company" going to sell to the public? Or, do you want to keep the Avid Championship all to yourself? />/> sorry, but thats the only emoticon I know! Here's a Beerchug too!

Good Flying,

ED in MO

Well Ed, I thought I had a pretty solid supplier for the engine until Arctic Cat and Suzuki split the sheets.... if it works as I think it will, I will be combing the web for used sleds that were wrecked and I can get the engines from them and rebuild them. I can get all parts all day long for the 800 engine, but not whole complete new in the crate engines...

If the adapter plate works and I can get the performance I think I will, I will pull the plate off and send it to a shop with CNC and have a stack of them cut for use by others if they want to go this route. The biggest challenge is still going to be getting the exhaust working and keeping it inside the cowling... This is where the 4 strokes really shine!

I am wondering what are the real numbers for a 912 install on a mark IV. What is the real weight. What are some real performance numbers? Everybody likes slamming the subes but I'm wondering how much better the 912 versions really are.

I have asked several times about the FWF weight of the 912 - Nobody answers!

Like all the other engines advertised - I wouldnt believe the published weight they list in mags.

ED in MO

I gotta jump back in here.... I must admit, when Randy started his SuberAvid project, I really thought it was going to be a dog of a performer. When he first flew it, I had to throttle back to around 54-5500 to cruise with him as he had a fixed pitch prop and it was not real stellar on the performance. Now that he has the IVO IFA, I am running at 6000-6100 to try and keep up with him and he has to throttle back so he does not run away from me. He has no issues hauling two people, gear and gas.

I think I may beat him off the ground by a hair, but he can climb and out cruise me all day long while sipping the gas.... It pains me to have to admit how good the SuberAvid does.. The kicker to this is that we are flying at Sea level at temps from -30 to maybe 80 above, so we get better performance out of the planes here than you poor folks do down there south of that other country in the middle :lol:/>/>/>

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Leni, Thanks for the kind words about our "old-fashion" 4-cycle Soobs. Sometimes it gets lonely on here.

I hope Richard reads that too.

Randy will need JATO and an afterburner to keep up with your new engine - Hope it works good, as a lot of people are surely watching - Is "Leni's Super-2 Engine Company" going to sell to the public? Or, do you want to keep the Avid Championship all to yourself? :lol:/>/> sorry, but thats the only emoticon I know! Here's a Beerchug too!

Good Flying,

ED in MO

Ykes, how time gets away from us! I guess it has been alot longer that this project was shelved than I thought. At any rate, the guy that was going to build the plate never got around to it, so I turned it over to the machinist here at work and he is going to have it done for me so I can bring it home when I get off this hitch. It is time for this project to get moved up the ladder of importance as float season is right around the corner! hoping to have the engine bolted to a gear box and on the test stand this time home! If I get really lucky I may get a base line run completed so I will have something to base the performance off of for the stock versus the modified pipe that I will have to do to get it under the cowling. Should be a fun project and hopefully give me the results I am expecting!

I am wondering what are the real numbers for a 912 install on a mark IV. What is the real weight. What are some real performance numbers? Everybody likes slamming the subes but I'm wondering how much better the 912 versions really are.

I love airplane porn!

Damn Larry, she is looking sexy!

I gotta jump back in here.... I must admit, when Randy started his SuberAvid project, I really thought it was going to be a dog of a performer. When he first flew it, I had to throttle back to around 54-5500 to cruise with him as he had a fixed pitch prop and it was not real stellar on the performance. Now that he has the IVO IFA, I am running at 6000-6100 to try and keep up with him and he has to throttle back so he does not run away from me. He has no issues hauling two people, gear and gas.

I think I may beat him off the ground by a hair, but he can climb and out cruise me all day long while sipping the gas.... It pains me to have to admit how good the SuberAvid does.. The kicker to this is that we are flying at Sea level at temps from -30 to maybe 80 above, so we get better performance out of the planes here than you poor folks do down there south of that other country in the middle

Airplane Porn!!!

She's on her own gear now. Next we build a new firewall and hang the engine...

New Grove "tubeless" wheels and double puck brakes....

I'm interested in your firewall building - got to do mine when wings are finished.

ED in MO

I know he wants way too much. Thought about making him a counter offer. I highly doubt he will back of $6k though

The link to craigslist is intriguing. 125hp Subaru engine? interesting. Still a heavy engine though which is the problem I'm seeing. no payload. can anyone elaborate on the turbo subaru engine? Very nice looking aircraft.

I'm not up to date on T-Soobs - NSI had one years ago with 140 hp - Turbo adds weight and more to worry about.

That engine is probably a LOT HEAVIER!

One company I dont personally care for is Eggenfeldner - A friend bought one, sorry to say, and wrecked his plane because of it. I've heard other not-so-good reports on their engines and redrives.

All the Soob engines after the EA-81 are heavier with their overhead cams. That's not good in our little birds.

A point of history: The Soob EA-51 originally was an airplane engine, (EA=Experimental Airplane, I am told, but why didnt they say it in Japanese?), but the 50 hp was not enough, so they put it in a car. It evolved from there to the EA-71 and EA-81. It is based on the "Boxer" engine used in VW and old Porche, but used newer engineering and liquid-cooling.

Ed in MO

BTW: Continental, Lycoming, Franklin, and other opposed-cylinder "certified engines" are Boxer engines, but the required 150 hour part-throttle FAA certification is not nearly as tough to pass as the tests done on the Subaru engines running wide open for weeks on the test tracks.

Mitsubishi and others made the planes for the surprise party at Pearl Harbor, December 7th, 1941 - Lest we forget!

Thanks, Ed, I did a bit more digging through my manual, don't know why I didn't see it allready, but I found the page that shows the tubes and all their pieces and lengths. Page F-6 in my manual. I'm going to google some of those parts and see what pops up. Thanks again, Jim

Jim,

I am not very good at posting photos - It looks like a standard Heim or Aurora fork end, with a 3/16 hole in it and about 3/16 between forks - The internal threaded part could be any size you choose, probably 1/4-28 or larger - I will see what the manual says, or if it just gives a part number.

Ed

The manual gives it as AN320-3. Well, DUH - thats the nut on the clevis bolt - No heim number found for the fork end - Just a KF part #.

The threaded adapter that the ends screw onto are AN490HT11P for the front, and AN490HT8P for the rear - dont know why they have to be different? Evidently, you have to make the step-down bushing that goes between the tube and the adapter - Dont see why you couldnt make this as one piece?

Parting Shot: The KF1 book gives the aluminum tube length as 106 3/8" and overall length, hole to hole, as 112 3/8, so it is about 6" shorter than my KF2..........ED

Something I'm leary of when I'm looking at an airplane add is when they say "new prop" Why would anyone replace a good prop and then turn around and sell the plane. I would then worry about a prop strike. Someone mentioned posting a wanted add on Barnstormers, I think that's good advice. If it's not up for sale 'oficially', it might give you a bit more time if it's a real good deal because others aren't racing there to beat you. Take care, Jim Chuk

I'm leary of buying an aircraft I can't fly anyway. Might have a good engine but it doesnt get off the ground

Airplane Porn!!!

She's on her own gear now. Next we build a new firewall and hang the engine...

New Grove "tubeless" wheels and double puck brakes....

Thanks a bunch guys! That is really helpful. Ed, could you by any chance get a picture of that forked end on the tube? Thanks again, Jim

Jim,

I am not very good at posting photos - It looks like a standard Heim or Aurora fork end, with a 3/16 hole in it and about 3/16 between forks - The internal threaded part could be any size you choose, probably 1/4-28 or larger - I will see what the manual says, or if it just gives a part number.

Ed

The manual gives it as AN320-3. Well, DUH - thats the nut on the clevis bolt - No heim number found for the fork end - Just a KF part #.

The threaded adapter that the ends screw onto are AN490HT11P for the front, and AN490HT8P for the rear - dont know why they have to be different? Evidently, you have to make the step-down bushing that goes between the tube and the adapter - Dont see why you couldnt make this as one piece?

Parting Shot: The KF1 book gives the aluminum tube length as 106 3/8" and overall length, hole to hole, as 112 3/8, so it is about 6" shorter than my KF2..........ED

Been listed and re-listed at least once IIRC. Must have issues.

I'm leary of buying an aircraft I can't fly anyway. Might have a good engine but it doesnt get off the ground

the same one listed before. The thing I don't like is the 1,050 max gross.

what would the useful load be with the 912? 500lbs or so?

Been listed and re-listed at least once IIRC. Must have issues.

Thanks a bunch guys! That is really helpful. Ed, could you by any chance get a picture of that forked end on the tube? Thanks again, Jim

Jim,

I have the builder manual for the KF1 - If you need more info, I can check it for you.

Dougs photos look like what I have for the KF2, except the 1 and 2 used a fork end at the elevator.

ED in MO

I ment this one....

the same one listed before. The thing I don't like is the 1,050 max gross.

what would the useful load be with the 912? 500lbs or so?

buying a project scares me too, im not looking to put time into an aircraft i dont have. im on the road to much

haha funny story, i had called a gentlemen requesting pics of his aircraft and i just got them. just so happens to be the same craigslist aircraft link you guys just gave me. his add has no pics on barnstormers so i called