M61A1

Not disagreeing with anything you said W but how do we explain some of the small micro cars Daewoo matiz 800 cc, Suzuki Mighty Boy also 800 cc and a plethora of other small car engines from 1300 cc and down doing huge mileages . At 110 mph on the freeway for hours at a time, they are pretty much sitting on at least 75% or better of their output and reving their proverbial what nots off. These are amazing little engines and we rarely see them give any problems. I am not suggesting for one moment we fit them to aircraft but they certainly don’t fit your explanation of lack of durability at high power settings, I wonder why ?

Yep....The Suzuki G engines are the same as used on their outboards which have similar loads to aircraft engines. They will happily run at high power settings all day and for a long time.

Well, we could always try Swedens approach - take the hands-off approach, and let the virus run rampant.

 

But for just 10.1M population, they have 73,000 cases and 5,400 deaths, and I don't know how their health system continues to operate without collapsing.

 

In addition, there has been no quantifiable economic gain by letting the virus run rampant. The projections are that Swedens economy will shrink by 4.5% this financial year.

 

https://www.businessinsider.com.au/sweden-coronavirus-strategy-high-death-toll-no-economic-gain-data-2020-7

I've never said you can only do one thing or the other, both at the extremes. There is middle ground here, There are other options between full lockdown and do nothing.

I did read an article just the other day where Sweden's Chief medical person said the only thing he would have done differently would have been to more to protect the vulnerable, but Sweden's fatalities have started to drop off, which apparently indicates they have reached a point where enough people have had it to have reached some form of resistance.

All we have done is the medical equivalent of hiding under the bed. It won't go away, and we have to come out sometime.

To compare Malaria to COVID-19 is like comparing apples to oranges, a Lamborghini to a Lear Jet, or an excavator to a boat.

 

This is what is wrong with America - faulty logic amongst their leadership (or more correctly, lack of leadership), and the resulting chaos and huge infection levels.

 

In the U.S. there's a total lack of understanding of how the COVID-19 virus operates, and the massive damage it can do, if no-one in authority takes positive and enforceable steps to stop its spread.

 

It's like saying termites are just harmless little critters that don't eat much, so you don't need to bother about them - while your timber house crumbles around you.

I think the point is more about the response to the disease rather than the disease itself. Never before have we seen such a massive response to a disease that's killing relatively few people.

I doubt we will really know who had the best response for some time, and it's all rather pointless arguing over who did the right thing until it's all over.

While people are praising the Australian response, they can't keep this up forever, or even for much longer. Then what?

Still better of going through gear box - that engine should be able to maintain 5000 rpm - modify/change the turbo to give good altitude performance and you may just have a flyable engine.

No point really....Power peaks at 3600 rpm and torque peaks at 1600 and is flat until around 2500. Good propeller RPM.

I've got a very low km (11,000 kms) 2014 Subaru Boxer diesel available for a very modest price, if you want to try something different. But they do weigh around 140-145kgs, I believe.

The huge advantage with the Boxer engine is that they are the ideal engine layout for aircraft. And the diesel's fuel economy is renowned, and the turbo improves performance at height.

However, the power pulses of the diesel are higher than petrol engines, and I believe you need to install some kind of cushion coupling in the drive to reduce the intensity of the diesel power pulses.

Looking at the power graphs for that engine, you could probably get away with direct drive. Peak power is just above 3000 rpm and peak torque is around 2500.

It doesn't seem to be widely known, but a lot of gyro guys run Subaru EJ22s with Rotax redrives and use the factory ECU and apparently have little problem.

They are a little on the heavy side, but make good power and are quite cheap. They certainly make the extra few kilos Rotax lack look very expensive.

thanks M6. That is the best thing I have ever seen on the Bing.

These articles I found very useful too....

https://bmwmotorcycletech.info/bingcv.htm

https://bmwmotorcycletech.info/bingcv-2.htm

I guess theoretically. I wonder how many car engines get rebuilt nowadays?

Nikasil plating can be done, and has been available for some years. Probably still cheaper than a genuine Rotax cylinder.

https://www.electrosil.com.au/news3.htm

I have an old Bing carby.

It started using excess fuel and giving black plugs.

I fiddled with it and eventually sent it to Jabiru.

They did an overhaul of it.

It still uses more fuel than it should and it starts best with plenty of throttle. Runs pretty well, better than before. I have changed main jet down 1 size and hardly any difference.

I am not really happy with it and keep intending to do more work on it. I have my doubts about sticking with Bing, maybe it would be better to change to the injector supplied by Sonex aircraft. The only thing stopping me is the change of controls required, but I am thinking about it. Bing spares cost excessive dollars in my opinion.

It sounds like either the float level is too high, a common problem due to crappy floats or the starting carburettor may be leaking or not fully closing. A quick check for float level is to ensure the float bowl is full using your boost pump. turn it off and quickly remove the float bowl (quickly, because as you lower it away fuel will flow as the floats come off the needle), as a rough guide the fuel level should be about 1/2 inch from the top of the bowl.

Normally they won't cold start unless the throttle is fully closed.

The link below gives a good description of the starting carb. Apologies if you are already familiar with it.

https://electricmotorglider.com/wp-content/uploads/2017/10/CV-Carb-Part-2-web.pdf

Thanks for relating your experiences and the symptoms relating to this issue , this is precisely what I have spoken about when asking for real world experience. Are all Bing carburettors subject to this float problem or is it just Rotax equiped motors. Are two stroke motors effected. From memory my Jab has a different float set up.my BMW 1976 R 750 and so far no problems, is it a fuel related problem or is the material they make the floats from the issue

In the SB the specifically refer to floats with part number 361184 marked on them.

Ok i have listened to some outlandish statements without any evidence to backup these statements. Nev tell me more about these problematic Bing floats, is there a sevice bulletin from Rotax ? (how often should I change my floats) because I am not aware of one from jabiru. Have you flown a Rotax (or any Bing equiped aircraft) that has exhibited any of these symptoms , at what altitudes and weather conditions and have you been able to attribute WITH certainty the failure caused by them, In fact have you flown a Bing equipped aircraft with a leaning device ( no hearsay evidence or comparison with Anzani Merlin or any other red herring). I have a Hackman like device on my aircraft and it works very well and I can tell you from personal experience a Jab at 12500 ft runs very rich without leaning. Experience based observations from real world flying on the components we are talking about. We do this and any other subject a disservice when we speak without the evidence and hands on experience to back it up

https://www.rotax-owner.com/en/rotax-blog/item/34-912-914-float-inspection

IF you are talking about the"venting" it's best to the duct from the aircleaner just as it enters the carb where if the pressure drops by any restriction in the aircleaner it then doesn't enrichen the fuel as a result.. The Mitsubishi Colt had problems where it would blow clouds of black soot then stall. The excess fuel exited the bowl through the balance pipe I've just described straight into the engine intake. They are balance tubes, not overflow ones. Nev

No, I’m talking about the process of using a low pressure source to lower the float bowl pressure to lean the mixture.

The HACman type is similar to what they refer to as the Back-Suction-Type in the description in the link below:

https://www.flight-mechanic.com/float-type-carburetors-mixture-control-system/

Many carb installations already have a fuel temp issue That's why many have a return fuel bleed. Less pressure has an additive effect. to any already there. The float vent tube does affect mixture as people who locate it carelessly find out the hard way. Using manifold pressure is applying something significant. Vapour lock with some fuels is an issue. This involves the same cause/factors. IF your float action is already sensitive or marginal, how sure can you be that it's safe? Bubbles in fuel make it less dense so the float sinks. Only some parts of the fuel have to form bubbles, you are not boiling it and fuel varies a lot here. Nev

From what I’ve read many float type aircraft carbs use a virtually identical system, it’s just built into to carb.

Given that we are talking about very minor variations in pressure, I doubt that it's much of an issue.

Difference with high speed bike and auto engines and aircraft engines is that bikes and Auto engines only do the high revs for very little time and don't contribute to overall wear to any extent. In the Mooney club we has an American race car engineer. His comment was that above 7000rpm wear accelerates to an unacceptable rate for racing long distances. My Toyota Echo motor would rev to 9000rpm, yes I used it to that speed on acceleration, but it was above 7000rpm for maybe 1%of engine time. I believe that direct drive is much better than a gearbox, obviously not shared by all.

It comes down to proper design. Yes you will wear out a Chevy if you rev it at 7000 all day because the bearing sizes and piston speeds are all very high at those revs. engines designed to rev have smaller journals to give less bearing speed and shorter strokes to give less piston speed. I've had motorcycles that rev at 14000 rpm to maintain highway speed and will happily do it for hours.

To make a certain amount of power you need to burn a certain amount of fuel regardless of engine size or revs, and in doing so will generate the same amount of heat. If you can lose 160hp worth of heat from an air cooled Lycoming, you can lose it from a Subaru with liquid cooling.

There's a reason why the old clunkers are still being produced in their zillions compared to a very small amount of 'alternate' engines......they simply work!

Part of that reason is also that in order to have any sort of market they have to negotiate a truckload of certification processes including STCs if they want people to install them in existing aircraft, not to mention that aviation is full of old shellbacks who are wary of anything new. It's kind of a self fulfilling prophecy when they come out with "it'll never work".

I couldn't care less whether someone has a licence or not as long as he/she is a competent pilot. Same for driving where presumably most actually have valid licences but you can't tell from the way they drive. Much of the apparatus of the almighty State is just theater.

 

Have a think - would your personal aviation operation change much if all aviation regulation except "rules of the air" was abolished? It would certainly be cheaper.

I agree about state bullsh1t, but, the concept is that a licence is a document that means that you have been shown to meet a minimum standard of competence. I don't have a problem with this for RPT

Some of the problem is that in some of these countries, you can purchase the document rather than earn it by demonstrating your competence, and I get the impression here in Oz that in many industries your are demonstrating compliance rather than competence.

Our work oil samples go to Intertek, I don't know how much they cost, but the analysis goes way further. They can tell us what type of ferrous material it is to determine whether its a gear, bearing or seal. We have a table with all the different compositions of metal in the subject component. Particles get sent away for analysis as well.

Are you sure the R/H one is a Warp Drive? I've not seen one like that.

I've only ever seen these types....

https://warpdriveinc.com/propeller-components/

I’ve said it before and I’ll say it again...You are risking you life when you fly with any of these third word airlines.

Well, if darkness is the state of being dark....and someone says “Add lightness....

Isn’t that exactly what you wanted to do?

Jodel's designer recommended that builders "add lightness".

How can you get lightness without lights?

https://www.pilotcommunications.com.au/product-category/headset-spares/main-leads/

Don’t forget the bend in the front left pipe to allow oil filter removal

At twilight, flashing landing lights are definately very bright!

They are bright, but only visible from the front. One may argue that's all you need to be to prevent a collision, but strobes are visible from most angles and work great around twilight.

I imagine it all depends on the flying you do. Due to military airspace we often flight at twilight as it's the only time on week days they are having a short break. I have found the strobes on my friend's aircraft quite helpful to find him quickly without cluttering radio airwaves, so much so I am considering fitting a pair or at least one on my vertical stab.