Justin Hawkins Posted December 18, 2012 Author Share Posted December 18, 2012 Test fit the engine last night. I've got some interference problems with the flap linkage. Does anyone have a close up picture of the flap linkage on a 912 drifter ? Link to comment Share on other sites More sharing options...
Tex Posted December 18, 2012 Share Posted December 18, 2012 You don't see many Drifters with flaps here Justin... actually I have never seen one Looking GOOD! Link to comment Share on other sites More sharing options...
ausadvance Posted December 31, 2012 Share Posted December 31, 2012 so is the lotus in the back ground! Link to comment Share on other sites More sharing options...
Justin Hawkins Posted January 20, 2013 Author Share Posted January 20, 2013 Good eye Ausadvance! Progress has been slowed to a crawl by the subzero weather here lately. I need a heated hangar. Have had a few issues. Getting the flap linkage to clear the carbs has been a challenge. Also, the first exhaust system was to close to the right side flap, so had to get a different configuration there. I'm hoping to finish the project by the end of February. Link to comment Share on other sites More sharing options...
ausadvance Posted January 20, 2013 Share Posted January 20, 2013 Good eye Ausadvance!Progress has been slowed to a crawl by the subzero weather here lately. I need a heated hangar. Have had a few issues. Getting the flap linkage to clear the carbs has been a challenge. Also, the first exhaust system was to close to the right side flap, so had to get a different configuration there. I'm hoping to finish the project by the end of February. If you don't mind me asking, what kind of lotus is it? Link to comment Share on other sites More sharing options...
Justin Hawkins Posted January 21, 2013 Author Share Posted January 21, 2013 It's an 05 Elise. I use it mostly for road racing and autocross with the occasional cruise around town. Not a real practical car, but sure it fun. Like a go cart with a license plate. Link to comment Share on other sites More sharing options...
Justin Hawkins Posted February 21, 2013 Author Share Posted February 21, 2013 Progress is slow, but it's progress none the less. Got the radiator, oil cooler, and oil tank mounted. Any thoughts or advice ? Link to comment Share on other sites More sharing options...
Justin Hawkins Posted February 21, 2013 Author Share Posted February 21, 2013 Closer view of the radiator mount. I'm hoping mounting it up high like this won't cause any issues. 1 Link to comment Share on other sites More sharing options...
fly_tornado Posted February 21, 2013 Share Posted February 21, 2013 looking good! Link to comment Share on other sites More sharing options...
Justin Hawkins Posted March 21, 2013 Author Share Posted March 21, 2013 Almost done! A link to my blog: http://www.shutterflightphotography.com/912-conversion/ 2 Link to comment Share on other sites More sharing options...
Tex Posted March 21, 2013 Share Posted March 21, 2013 Sweet! I guess you have had it running at least? Let us know as soon as you are airborne! Link to comment Share on other sites More sharing options...
Justin Hawkins Posted March 21, 2013 Author Share Posted March 21, 2013 Haven't had it running yet Tex, as I'm waiting on an oil pressure sender and prop hardware. Hope it runs...... Link to comment Share on other sites More sharing options...
M61A1 Posted March 22, 2013 Share Posted March 22, 2013 Nice....I am looking forward to getting mine in the air, but you're closer than I am. I've still got to rewire, plumb the oil system put my new skins on and build a trailer. 1 Link to comment Share on other sites More sharing options...
Justin Hawkins Posted April 6, 2013 Author Share Posted April 6, 2013 After a few hiccups - mainly a mismatched prop blade falsely diagnosed as a carb imbalance - I got her finished, tuned up, and FLYING !!!!! A few little details still to be worked out but so far so good. 4 Link to comment Share on other sites More sharing options...
ausadvance Posted April 6, 2013 Share Posted April 6, 2013 great news! well done! Link to comment Share on other sites More sharing options...
seb7701 Posted August 10, 2013 Share Posted August 10, 2013 Hi Justin - very interested if you get a chance some time to list what major steps were involved in the 912 install. Aside from that and acknowledging that we don't have flaps on our drifters, is there much similarity between the Austflight drifter and the Lockwood version? Link to comment Share on other sites More sharing options...
Justin Hawkins Posted August 12, 2013 Author Share Posted August 12, 2013 Hi Justin - very interested if you get a chance some time to list what major steps were involved in the 912 install. Aside from that and acknowledging that we don't have flaps on our drifters, is there much similarity between the Austflight drifter and the Lockwood version? Sure, I'd love to.....been meaning to reflect on the install. I started by gathering pics and details of existing 912 installs. There's not much out there, but as far as engine installation, the Lockwood 912 Super Drifter has similar, if not exactly the same dimensions as my Austflight Drifter. The wings, flaps, main tube, etc may be different, but that is somewhat irrelevant. My biggest concern was CG changes. The Lockwood bird fixes this by lengthening the fuse tube forward of the CG. Not an option for me of course. Instead, I chose to focus on doing the lightest install possible, and moving weight from the tail to the nose. My actual main motor mount beam is a Lockwood part (they insisted it wouldn't work on an Austflight, it did.). I removed the old mount, positioned the main beam and drilled and bushed the existing down tubes. I also chopped off the main wing root tube aft of the fitting. At this point I was committed. The most difficult part was designing a lower bracket that would adapt to the existing one. I used a stainless steel doubler spaced with aluminum. This part is impossible to explain, I'll have to post pictures. I then fabricated the alum bars that the motor mounts go in. You can purchase these from Lockwood if you don't want to build em, but it was easy. I was unimpressed with the component installs on a lot of the 912 drifters I've seen. Some have the oil tank mounted to high according to Rotax spec. Some have the radiator under the engine, behind the fuel tank. I could certainly be wrong, but that seems like it would get lots of vibration, require complex and long coolant lines and a larger radiator due to reduced airflow. So, I rethought the mounting of my components with CG in mind, and it worked out awesome. My radiator is a lightweight one off a shifter cart ( small race car) and is mounted to the aft main wing root bracket in a clever system using large rubber bushings. It's secure, far enough forward, and doesn't get a lot of vibration. The radiator itself is much smaller than others I've seen on the drifter, but is still way to big, given the airflow in receives. Coolant capacity is approx 1 gallon, which is almost twice rotax recommendation. I use NPG coolant and still only get 170 degree CHT on an 80 degree flight. I have to block off some radiator with duct tape if OAT is below 75. I'm planning to replace the radiator with one of the same dimensions, except thinner, in order to save weight and keep CHT where it should be. I mounted the oil cooler to the main beam just above the fuel tank, as far forward as reasonable. This works well and places it within rotax spec as far as height in relation to the engine, something few 912 Drifters do. This is important. The last hurdle was fitting the air cleaners where they wouldn't interfere with my flaps. I had to shorten the flap rods, move the brackets outboard, etc. I also had to abandon my original exhaust plan, as the exhaust tubes were to close to the flaps. This install would have been much easier without flaps, and the drifter doesn't need em. If I could have used the better exhaust, it also would have been a bit lighter. I went with a 60" 4 blade prop, but now wish I had a 62-64". There's more clearance than with the 582. SOOOO... I've now got almost 40 hours on the aircraft since the conversion. It's been great. The 20-25 lbs it gained in the conversion is not noticeable. My drifter is the strut braced flapped version, so it never had sporty handling. CG is within limits for up to a 190 lb passenger. I removed the trim tabs on the tail, moved the strobe up the the top of the radiator, and lightened the tail wheel. Cruise flight with no passenger is about 4500-4600 rpm. Climb is way more impressive, it's quieter, more reliable, and burns less fuel. I'd estimate my fuel burn to be 2.8 gallons / hr average. Maybe a bit less. It turned out to be a fantastic aerial photo platform, which is what I wanted. The added benefit of being able to take friends and family up without so much worry is great (density altitude here in the summer averages 8,000'). I also find myself going farther and longer with the 912. i was planning to take it to Oshkosh this year (1000 NM one way) but weather got nasty. I've always LOVED 2 stroke engines, especially the 503. I've owned and flown many ultralights, and still believe that the 2 stroke isn't necessarily less reliable just because it's a 2 stroke. That said, this 912 conversion was everything I thought it would be. 1 Link to comment Share on other sites More sharing options...
seb7701 Posted August 13, 2013 Share Posted August 13, 2013 Thanks Justin. Very much appreciate you taking the time out to run through the process. I was particularly fascinated as I know the possible whereabouts of a SB582 drifter and a calendar expired but otherwise excellent 912. Naturally you got me thinking... Link to comment Share on other sites More sharing options...
sandman Posted August 21, 2016 Share Posted August 21, 2016 I think Dalby Air Maintenance have just completed a 912 conversion, the photos look good, thinking of doing to my drifter. Link to comment Share on other sites More sharing options...
M61A1 Posted August 21, 2016 Share Posted August 21, 2016 I think Dalby Air Maintenance have just completed a 912 conversion, the photos look good, thinking of doing to my drifter. Yes I know the person who flew it out to Quilpie.....he was rather impressed with the performance. 100 hp 912 in a fairly modified Drifter. So modified, it wasn't allowed to be called a Drifter anymore. I am told 75kt cruise under 5000 rpm, a very impressive climb rate, and really good economy. There were structural changes as well, it isn't just a 912 bolted in. Link to comment Share on other sites More sharing options...
sandman Posted August 23, 2016 Share Posted August 23, 2016 Ooops, I thought it was the 80hp rotax, I guess that's why it has the green rocker covers. Link to comment Share on other sites More sharing options...
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