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.

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.

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?

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.

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!

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.

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.

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.

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.

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)

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.

Gooday Jim The old book I have says any 144 from 1971 onwards. I have taken one out of a 244 at a wreckers, so I suspect that any 244 which isn't fuel injected may also have one. They were also used on Wolseleys, Range Rovers, Austin/Morris Marina, MG V8's according to my OLD book. There may be more as they were the last version of SU carbies made. What makes them ideal for aircraft is the small float chamber which surrounds the metering jet a full 360 degrees. Fuel level is pretty well constant at any angle. They also work at low supply pressure, gravity only on a high wing is fine. I only use an electric pump for initial climb and then turn it off. (I can still pull 4,000 rpm and 500fpm without the pump - a good safety feature). The choice of needle is dependent on the rest of your engine setup. The Volvo carby needle is NOT suitable, as that engine is either 2.0 or 2.2 litres. The jet is OK as is. I plan on 15 litres/hour and usually get 14 point something average on a trip. That's at the sweet spot of 4200 cruise rpm.

Gooday Paul I use an SU HIF6 which comes off a Volvo B series engine. Try to get one from a single carby engine - the twin carb version doesn't have a "choke". (It's actually an extra fuel valve). Going rate about $50 from a wreckers. Has performed faultlessly for 600 hours and doesn't have a diaphragm like Bing and Stromberg equivalents.

Has the address of the forums changed? When logging on I get the banner at the top and a message "Page not found." I used to get taken straight to the forums page but now have to find it.

Having attended many Natflys both at Narromine and Temora, as a flyin participant, forum presenter and volunteer, I make the simple observation that the event is what we as RaAus members make of it. It has always been the old adage that the vast majority expect the tiny minority to present a whizzbang show. There will always be the tyranny of distance to travel and weather considerations, but if more members make the effort there will be more incentive for suppliers to spend their time and money to exhibit in the trade displays. Our organization has just been through a bad patch (I didn't fly to this year's event as the registration hiccup got me), but I detect a new sense of optimism emerging at present. Please ask yourself - "What can I do to help make Natfly 2014 an event not to be missed?" The concept of registering your intent to attend has a lot to offer, perhaps this forum could facilitate this? If suppliers (and visitors) get prior indications that attendance will be high there will be greater incentive for them to come. Just my 2 bob's worth!

Use arc welder cable - has huge number of very fine wires, so is flexible and easy to route and has a tough (but thin and light weight) outer covering for insulation. Will handle any starter current with minimal voltage drop.

Back in the 1980's I took out a Provisional Patent on a prize-winning invention of mine. The 12 months window that this gave me quickly taught me that patents are for the big boys, not the back-yard inventors. To have taken out reasonable patent protection (and that only applies to countries which subscribe to patent conventions) back then was going to cost tens of thousands of dollars. I still have the paper work to remind me of this lesson!

Another thumbs up for Odyssey. I got sick of replacing my ride-on mower wet battery every couple of years, so replaced it with the 8 year old Odyssey out of the aircraft (having never been charged other than in flight) and it continues to perform flawlessly in its new role. $230 well spent for a new aircraft battery, in my opinion.

Interesting topic - I too have wondered what code my BushCaddy R80 goes under? No listing comes up under the ICAO search. Any clues?

Gooday Paul Not much point in looking at direct drive, as optimum power developed will be way above prop revs - eg my EA81 cruises at 4100 to 4300 rpm. Redrive is essential. I run a single SU HIF6 carby, advantages are that it is, like a Bing 64, altitude compensating at the levels we fly at but doesn't have a diaphragm which can fail and needs replacing every 2 years or so. (If service recommendations are followed). It is mounted on an adaptor bend into an EA82 standard intake manifold. Weight of engine (with all accessories) + redrive + mounts + 4 litres oil = 92 Kgs

Hi Paul EJ22 is a lovely, bullet-proof Subaru (just as the EA81 is). Problem is it's weight compared to the EA81 when fitted to RaAus registered aircraft. For VH rego, it is relatively easy to fit and program an aftermarket ECU using just the sensors available. I would have gone this path had I been looking at VH rego. I now have 570 hours of proven EA81 flying and expect many more!

Sorry about the funny dates in my previous post - should be Friday 22nd Feb and Monday 25th Feb. I plead poor light, poor sight and fat fingers not made for keyboards.

Received my renewal notice on Friday 23rd Feb, with covering "IMPORTANT NOTICE" which advised sending rego number photos, cockpit warning placard photos, MTOW placard and hours and landings for the previous year. This notice with Paul Middleton's name at the bottom. Had already had made and fitted the MTOW placard (which wasn't required when aircraft first registered in 2006, and no subsequent advice received as to its necessity). All done and posted on Monday 24th Feb. As rego was due to expire on Wednesday 27th March and no contact from RaAus, I rang RaAus office on Monday 25th March to inquire. Was told that my paperwork had been received on 28th Feb and was yet to be processed. Was also told that "we have just started processing March renewals" and that my file would only be looked at when its turn came about. So I too couldn't make Natfly and am effectively grounded until my file makes it to the top of the pile, however long this may take. I make the point that at the time of initial registration in 2006 as a 19 rego, ALL the required documentation was submitted and approved. No subsequent request for further documentation has been received to date, so I can only assume that with the MTOW placard everything is now in place. Time alone will tell if my assumption is correct!

Engine is an Isuzu 6VE1 3.5 Litre V6 as used in the Holden RA Rodeo utes. 147 KW @ 5,400 rpm 280 Nm torque @ 3,000 rpm. These specs are straight from my ute's handbook. I don't know what reduction drive was fitted to Roger's engine.

About 5 years ago I fitted Headsets Inc. ANR modules to a low end pair of Pilot headsets. You need to be competent with a soldering iron, but the results compare most favourably with the expensive brands. I directly compared them with Bose at their display at Avalon one year, and the difference is minimal and a matter of personal preference. They certainly take out the low frequency engine/propellor/airframe rumbles while leaving radio and intercom audio quite clear. Google the name for detailed info.