rodgerc

I’ve flown a few hundred hours behind a VW conversions….Here’s my experience/opinions: 1. They’re inexpensive, 2. They require a cylinder head overhaul every 120h or so, 3. The electrics (ignition and alternator) can be problematic if not effectively cooled, (Read as: require blast tubes) 4. Whilst many VW users complain about cooling, with a great deal of baffle work and judicious removal of cylinder head casting flash, they can run cool, 5. The AeroVee 2.1 prop hub is heat shrunk and keyed onto a forged crankshaft. This has overcome early VW crankshaft problems, but if I were to ever own another, it would have the Revmaster style front bearing, 6. Almost all heads (EMPI et alia) develop shallow cracks between the valves, 7. Nikasil barrels are to be avoided at all costs. (Long story), 8. They need to have a minor mod to an oil gallery to ensure adequate lubrication of the front bearing, (It’s simple to effect), 9. They require a good deal of tinkering. Expect to remove the engine cowls after every day’s flying. If you only remove cowls at annual intervals, don’t consider a VW. 10. The HP claims by the various suppliers are wildly optimistic. Mine ended up at 2297cc and only then did it come close to the 80HP claimed…60-70HP is more realistic for a 2180cc variant, 11. They’re simple engines, easy, fun and inexpensive to overhaul, 12. The “standard” AeroVee 2.1 crankcase is magnesium with reinforcement. Optional aluminium cases are impractically heavy. 13. No oil filter is fitted (or required) so 25h oil changes and valve adjustments are a good idea. (Always replace the cork rocker cover gasket or you’ll have issues with rockers contacting the covers), 14. Despite claims to the contrary, a well built VW won’t leak oil. Now for some person opinions… 15. Every auto conversion engine is an orphan, irrespective of who the supplier is…The owner must consider themselves to be the manufacturer, 16. Auto-engines are not designed to run at high power settings indefinitely as required by aero-engines. (My car lopes down the highway doing 100kph at <1500 RPM.) The laws of thermodynamics cannot be avoided thus hot-rodding MUST impact reliability. 17. The Type 1 crankcase was originally designed to provide ~30HP, not 80+. Turbocharging a VW to attempt to extract 100HP is an exercise in hope over common sense. My personal view is that it doesn’t make any sense for me to spend a single cent more on an aero-engine, UNTIL the instant the cheaper option gives a hint of trouble. These days I don’t fly behind VW’s, but I won’t denigrate anyone who chooses to….It’s simply the level of informed risk that the owner/pilot is prepared to accept. If my circumstances changed and I was looking for a VW derivative, I’d lean toward a Limbach.

These work a treat….I use the 10L version but younger and fitter folk could save time with the 20L

I’m hanging on to my Rotax, but I’ve got an Atmos clock that I’d part with if anyone’s interested.

My Warrior and Sling numbers are pretty rough but not out by anything like an order of magnitude. Based on Rotax’s published data and using a RON 95 ULP specific gravity of 0.72, 285g/kWh converts to ~0.297L/h/HP i.e. 20L/h approximates 67HP..... similarly 18L/h ~61HP, 16L/h ~54HP and 13L/h ~44HP. IFF Rotax’s data is reliable and your 130kt @ 16L/h expectations are realised, you’ll have built a very slippery airframe.

If it is the Ray Allen type, you can adjust the clevis fitting on the push rod. Download the installation instructions and don’t forget to get a dual check before you fly.

The venerable Warrior II 160HP has a wing loading around 13.7lbs/sqft and weight to power of 14.5lbs/HP. On a good day she’ll climb at about 600-700fpm, cruise at ~115kts and stall around 44kts. A 600kg MTOW Sling 2 has a somewhat lower wing loading at around 10.4lbs/sqft and a better weight to power of 13.2lbs/HP when fitted with a bog standard 912ULS. It climbs at 700fpm, cruises about the same or better than the Warrior and stalls at about 40kts. (The 700kg Group G RA-Aus registered Sling 2 will bring the wing loading closer the the Warrior at 12.1lbs/sqft when that becomes a reality) Both aircraft are low-wing and tricycle undercarriage but significantly, the Warrior will set you back $95/hr in Avgas versus $40/hr for RON95 ULP in the Sling….and if you’re capable of building a Sling 2 kit you’ll save an extra thousand or two each year by performing your own annuals. The Sling 2 seems a pretty good fit for a Warrior 2 nostalgic.

It makes as much sense (but is potential more dangerous) as delivering law and medicine lectures to students in Latin.

Yes…but of more annoyance is the drumming from my ANR headset from sound leaks caused by glass’ arms.

I’d like to imagine there is a moral in this (Storey Bridge) photograph….. Imagine if before “the decisive moment” Nino had been a little miffed that he had missed out on scoring a prime position along with the Hi-Vis jacketed crew on top of the bridge….Appeals to my sense of justice.

Poor Skyranger 😕

All good JG….It works for me….I’m in your hangar block at YKCY but currently at Loch Lomond, so very appropriate selection I’d say.

This RANS aircraft was offered to Piper some years ago when they were looking for a product for the 1320lb MTOW LSA market. Piper opted to go with the CZAW SportCruiser, but not for long.

Southco

With apologies to Ella Fitzgerald…. You like Werner and I like Verner, You like tomato and I like tomahto, Werner, Verner, potato, potahto, Let’s call the whole thing off.

Thanks Clinton. Yours is an all-too-familiar scenario. Good luck with your adventure.

Hi Clinton….I’m not a S14 owner sorry, (S-20) but I am curious to know your motivation to return to RAA. Lower cost of flying/ownership, freedoms, medicals, reduced bureaucracy, other?

....and a locally built example

On the subject of power plant cost, based on my experience it makes absolutely no sense to spend a single cent more on any engine, until the millisecond after the less expensive option selected earlier starts to play up. At that instant, a pilot’s perspective is changed and the sound reasoning behind earlier decisions is brought into sharp focus.

There is a very comprehensive list of L2 Maintainers on the RA-Aus website. You’re looking for an L2 (or L4) not a LAME.

Ist February 2023…..😳…🤔…😂😂😂😂😂😂😂🤣🤣🤣🤣🤣🤣🤣

As an amateur/experimental aircraft repeat offending builder, it is my opinion that tenacity is a far more valuable personal trait than technical prowess. When I first commenced building I was told by an experienced builder that for any mature model of aircraft kit sold, 1/3rd were flying, 1/3rd were under construction and 1/3rd were abandoned. The two finest examples of the Vans RV6/7’s that I’ve inspected, were completed by builders without pre-existing technical skills….but they both possessed a keen “eye for detail” and were totally committed to the finishing the task. After 1,500-4,000h of hard slog, it’s reasonable to assume that completing builders will acquire and develop the technical skills and knowledge. So my advice to a prospective aircraft builder is to critically assess yourself. If you tend to chase after every shiny new object and have a collection of unfinished projects in your garage, then do yourself a favour and buy a flying airplane. If however you’re prepared to launch yourself “once more into the breach” whenever obstacles, exchange rates, drill bits through fingers or life gets in the way and have a willingness to remake parts 3, 4 or 12 times to get one that’s right, then you’re a homebuilding candidate….but it almost certainly won’t save you money. The joy and satisfaction that comes from sitting in your hangar and gazing upon your completed aircraft will cause the considerable cost and years of labour to seem insignificant….and before long you’ll want to build again.

From my viewpoint, RA-Aus is pursuing the weight increase in response to the stated wishes of its members. Many of whom have both GA and RA flying qualifications. In my case, CTA access is the only reason I maintain a Part 61 licence and the instant RA-Aus gains CTA access, the small novel sized document that is my GA licence will be placed in the round file under my desk.

Wondering if anyone in the greater Brisbane area has found someone who can cut a replacement (copy) double-sided key to suit an ACS Ignition Switch?

Possibly time to become accustomed to VH-XXXX with only 56 VH-XXX options remaining to chose from. The good news is, there are some great choices remaining…. For example; VH-JUF ie New Zealand speak for a very short piece of elapsed time, VH-FVR ie A set of flight rules for those afflicted with dyslexia, VH-ING ie Good rego for a financial institution’s corporate jet, VH-FNN ie Not fun without you, VH-VAQ ie Perfect rego for those in the sunshine state flying an aircraft designed by Dick, and VH-SEQ ie The only rego choice for those living in the best part of Oz. 😛