Smoke on!

 I had always been thinking about adding a smoke system but really never focused on that due to engine  reliability issues. Seeing as that has now been resolved, I set about fitting one. 

It was actually a really easy install to be honest. I ordered a couple of smoke injectors from Spruce and sourced all the other parts locally. I did try to buy smoke injectors from the 'Smoke systems helper' guy but the freight into Australia was $350 USD . That made my eyes water at the thought. Even the freight through spruce was $45 USD just for something the size of a small padded envelope. Freight at the moment into this county is an absolute joke. Anyyyway  so they arrived and I set about installing all the other components. 

My initial thoughts were to have a system that was virtually completely removeable. This didn't really happen in the end as I had no real workable way to secure the pump and so on to the tank that was acceptable to my liking. I ended up opting for a removeable tank but left the pump and valves etc permanently mounted onboard with a check valve to stop any oil leaking when disconnected or contamination as such. The pump and valves didn't weight much in the end so I feel it wasn't a huge weight penalty really. 

The pump was mounted right behind the seat and the tank in the cargo bay via some straps. It seems quite secure but sadly I think I need to move it as the pickup in the tank is not in an ideal spot for when I'm climbing.  Also its too hard to lean over to remove or refill. I am yet to think of where I can move it to but will need to do something soon. 

I had planned to have two smoke injectors but delays in the arrival of the fittings made me change my mind. I had ordered stainless steel fittings for the attachment of the lines to the smoke injectors but aluminum one came from the supplier by mistake. Anyway I ended up getting a local hydraulic hose place to crimp fit a steel one onto the series 200 hose and just used one injector. This turned out to be a good idea as I was unsure about where exactly to place the injector in fear of it being too far away or too close to the head. I ended up opting to put it 30cm down stream from the head, but think it may be a little close as at full power, the smoke goes a little black. At about 4800rpm the smoke is nice and white but at 5100 it goes a bit black. 

I plan to add a second injector soon so will place it about 35cm away this time and hopefully the two of them will be ok as is. 

I ended up using a brass one way valve with a 5psi over ride and when turning the smoke switch on and off this ends up with a very clean cut off of smoke. It works better than imagined so am really happy with it. I took very little photos of the install but will try to get some later and maybe add to this post when the system is done and complete. 

Anyway, here are some vids of it. With just 1 x injector, can't wait to see how it goes with two fitted! 

   

It's been a while hey!

 I had been thinking lately that it's really far overdue that I updated this Blog and describe how the engine conversion all worked out for me. Essentially, the conversion has been the best thing I could have done. The performance is amazing, and the reliability now makes my flying enjoyable. It's as simple as that.

I have had some teething issues along the way.  For example, making a few changes to fuel lines, in regard to trying to get the red cube reading a bit more accurately, but that hasn't helped much. I think the pulsations from the fuel pump tend to make it read higher than normal and a bit varied. The fuel flow in real life is essentially the same as every other Rotax out there and I plan on 18x litres/hour. I do generally cruise at a rpm a little less than the standard 5000rpm as the prop is a bit coarse so 4800-4900 rpm just seems to feel better. 

Climb rates are not mind blowing compared to some other Rotax powered planes due to the prop I have which is definitely a bit too coarse in pitch. I am not really prepared to change it yet, or at all, as the performance is fine in my opinion. I have been keeping in touch with a few other builders with the Rotax installation and compared figures for this and that, but they all seem to be on a general basis the same, as one would expect really. 

I am now doing more away trips since the engine has been fitted, solely to the fact that I feel more confident in the plane's ability to get me home.   It really has given me a new freedom that is hard to describe. My biggest regret is that I didn't do this sooner. 

The plane has clearly picked up some new characteristics from the change however. I would have liked to move the engine probably another 1/2 inch. I moved the prop hub a full inch forward but the weight and balance is just a little more aft than what it was with the Turbo Aerovee. I am used to it now but in those first few flights, I really noticed the difference.  Coming into land also is quite a change. Especially with this prop.  The plane tends to want to keep flying even at idle and I really need to pull the nose up to slow it down. The best way to describe it is that it's much like flying a RV9, if you poke the nose down it'll speed up too much on final. I know that is rather a basic (no shit) effect but it is way more pronounced now with the Rotax. I have done about 100 x hours now with the engine and am quite used to it but I'm glad I got to experience both engines and their flight characteristics. The Rotax out performs the Aerovee in every aspect except Aerobatics. I do miss the Rotec TBI that I had on there and the simple oil system the Aerovee had. I really miss doing stalls turns and so on. Spins also tend to throw a bit of oil out of the oil can and it can be seen on the underbelly. I think the Aerovee felt more balanced too when doing Aero's. I am far from an expert on this but it is just my personal opinion from flying both configurations in the same airframe. I also tend to need more rudder on climbs.  Also when backing off the throttle, if I do it too quickly, it will really yaw the plane quite distinctly.

Emily did have good intentions to get over her air sickness every time she comes flying but that hasn't been going too well.  

This was an older photo but I still love formation flying and we are going to try to do more regular flights this year. 

Photo not long after the install of the Rotax.

One of the first flights away from the home airfield. Mullewa airfield and actually the first time I had landed there. There was not much to see but just somewhere to go. 

Another formation day.

Annndddd another formation day.

This is a pretty standard cruise setting and may be a bit higher than normal. I tend to mostly cruise around the local area at about 125kts as I'm in no rush to go anywhere so why burn more fuel. Don't pay too much attention to the fuel flow in the pics. It's reading too high, so is the volt meter.  Also the Amp meter is backwards.  

A standard climb. 

And another climb pic.

This is basically close to full throttle and not somewhere I normally keep the power setting at. 

Over Perth city in the corridor heading home from Bunbury. 

2 hours and 25 mins. 

So close I can smell it

Well I haven't taken any photos lately, So I will throw in something just to keep it err yeah.......

  I have managed a few little chores on the plane just to keep things ticking over. 

-I have modified the fuel lines slightly but barely worth a mention.

- I've added a couple of springs and clamps to support the exhaust muffler as the distance from the engine is probably just a tad too far for comfort. 

- I managed to block off the left hand cylinder cooling intake slightly to avoid any cowling equalizing so I can get maximum draw from the original outlet. It had a section of the intake just open to the lower zone so I blocked that off.

- I carried out a Carburetor balance and sheesh that was worth it...the difference was noticeable... so worth it.

- I had noticed the oil sender was a little erratic so replaced that.

- My fuel pressure sensor has failed after just 3 x engine starts...really stoked that happened...um not! I'm looking into a more reliable brand sender. I know it's not a big ticket item to view on the iefis but definitely nice to know if you have it or not. 

I absolutely think it's ready to fly but I just need the Prop now from Sensenich. I have a bad feeling my Government will hold it hostage until they see every tax paid, and some, so I am crossing my fingers customs get their shit together and sort it out quickly. 

So rather than just harp on while I play this waiting game, I just thought I'd add some old photos to show what a Boss time I had with the old Aerovee Turbo...   Sheesh it was a quick plane with that motor combo.  I was just too miserable to put the fuel through it to see those results. 

I had a conversation with another builder about speeds at 8500ft... I have all the old cards from the flight tests from the origination Phase 1 ... I remember seeing   146 kts at 8500ft @ 35" map straight and level maintained.  It was making some noise then but definitely moving along. 

I can't wait to get flying again.  I never realized how much I enjoyed owning and flying my own plane until it happened. I am desperate now to get back into it.  I know this is my second plane but this one has really given me a taste for what can be. I just love it.  I open the hangar doors, pre-flight, jump in and step into another world. I just can't explain that feeling of freedom granted to so few who can and chose to take it. I feel privileged that I have flown something I have built. The Sonex is an Awesome plane. I thank John Monnett for designing it and Jeremy for selling it to me at Oshkosh.

 Its like strapping on a go kart. But one that flies!




What is better ??? 

















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Rotax install near complete

So I am basically at the point now where I have run out of things to work on. I have the cowl up to a point where I need to fly it and see if anything needs changing.

My biggest hand brake now is I am waiting on a prop. I actually thought I was going to take a lot longer than this but I have been working on it every spare minute since the 20th of February. I have even taken it out and given it a good wash as the dust build up was depressing. I have ordered a prop from Sensenich and will be using the Sonex recommended Rotax prop. It seems I am going to be the first person to use this Plane/engine and prop combo so it will be interesting to see how it goes. I had plans to just use a Bolly prop from our local guys but I wanted to keep the thing simple and also this way I don't need to use a large spinner which would restrict my air intakes and so on. I plan to use the same Sonex spinner and hopefully it will work well. Time will tell.

I have carried out a weighing of the aircraft this weekend and found it to be very close to what it was before. In fact it has actually 1x kg heavier than with the Aerovee turbo. Well I do have an aux tank fitted now also but to be honest there is not much difference in the final installed weight with the two engines. I was actually very shocked myself. I am very happy we moved the engine forward as much as we did as I think it will fly really nicely and hopefully the exact way it did before. I was very happy with how the Turbo flew and hope this one is just as impressive. It will be a great comparison when I do get it flying as I don't think anyone has gone from a Turbo to Rotax yet. I have tried to find data online about how the Sonex goes with a Rotax but everyone has a different prop and so detailed info is very sketchy.

I have just completed the annual inspection also this last weekend past with nothing untoward coming up. It was also a good time to fix those few things that were bugging me like the cable for the Aux tank and just re adjusting the elevator trim and those little things.  I do need to wait also on the paper work to come through but until I have a serial number from the prop I am going to use I am stuck dead in the water. I am really hoping it will come soon as the winter flying season is just coming into play. Summer is still very flyable up here but it does tend to get very hot, turbulent and sometimes just plain not fun. Winter up here generally consists of nice warm days with light winds and clear skies, unless a front comes through, but like anywhere we pick our days to fly.   I have been in contact the whole time with my AP inspector and things are looking good.  I have that massive plank on the front of my plane called the GT prop. Its a nice enough prop but just not really suitable for what I am after. It's a bit big in diameter and a little light on pitch. I have not changed my gear legs or anything, nor added larger tyres. Everything is as before.

 Oh except the engine :)

It has taken me 3 months to do this conversion so far... I have had lots of help along the way and really couldn't have done it so quickly or even so well without all the guys efforts..

Thanks to all who chipped in...

It's not over yet though guys,,,don't run away,,,just in case...... :)

Oil tank and lines

The oil tank has been one of the easier aspects of the installation. I needed to have it vertical for in flight operations so its on an angle in the 3 point attitude. I have tried to get it as the manual says and have the oil level half up the tank equivalent to about the same on the engine sump... Something like that anyway. I tried to get it as close as possible. I have also mounted it as such that I can adjust it also if needed to tweek it if I find it necessary.  

I have replaced all the oil lines with new hose and so on throughout the system and generally tried to use pinch clamps where possible. As you can see I have tried to also fire sleeve every oil and fuel hose and also fire sleeve the majority of the wiring harness. The old plane came with a huge amount of thin fire sleeve suitable for just this so I incorporated it into the install. I had to buy a few meters of thicker fire sleeve but that's about it. 

Cylinder Cooling

I have seen many Rotax engine installs but not too many have had the cylinder baffling retained on the engine. I'm not sure why as it seems quite a good thing to have I would assume. Anyway it was on the old engine so I incorporated it onto my installation also.

I had to cut down the original ducting that pointed too far down and make a new air intake. This again was harder than first thought. It turned out okay in the end but again, luckily, the cowling hides the fiberglass work as it sure isn't the prettiest thing around.

Again starting from a duct plug I made from foam. I had about 4 modifications to this in the end and also I could have made it significantly smaller but it's on there now so that's that. I will fly it and see how my temps are but it will probably work okay.

Work in progress

 Filling in the gaps and attaching it to the original with glass.  This is also an earlier picture of the oil cooler duct. I had reshaped it to avoid cowling access issues and also narrowed up the nose to make it a smaller inlet hole and also line up with the centre of the cowl. Essentially the oil pump in the front mirrors the size of the inlet and that's how it is for now.

The final fitted duct with seals attached. Again not pretty but hopefully serviceable. Obviously I can't get the fuel pump off in this configuration so I need to make an access port slide arrangement. This will be easy as now I have a bit of a grasp on fiber glassing.

Water cooling

Now this is where it actually got really hard and I invested so much time on failed theories and I think at the end I was up to about plan E for getting this thing to fit and work. Honestly it took ages and I still don't even know it it will cool properly or even at all. I didn't realize until I really looked at the radiator that it actually had 3 of the 4 mounting pins broken off from the accident in the old plane. This bummed me somewhat again as now I've had to buy a cooler and radiator and suddenly the reasonable deal I got for the complete fire wall forward engine package was getting more and more expensive.   Still what do you do?    I was this far along the road I couldn't just stop now. So I bought this aluminum one. I found out later when I looked it has 1 x less core than the original one. I hope it will cool just as well however.

Mounted in the general area. It's still basically in that spot now with some better attach brackets.

Side view

I had originally planned to have the ducting attached to the cowling and mate these two surfaces up. I quickly found out however I could not accurately mate the two surfaces together with the vertical split cowling.  The aim was not to modify the cowling much so I have gone now for the fully fitted and removable ducting. It was much easier this way and I hope it works. The surround didn't go to waste anyway as I incorporated it into the duct.

 Making the plug for the duct was very time consuming again and it literally took me days and days to get it all to fit.

I started with just making one side of the duct to flow around the engine then I would add onto it  or trim to suit the fitment of the cowling. In the end it didn't need much of either so I glassed the other side in.

Taking shape on the engine and glassing it on both sides

The test to see if I had a uniform air pattern on the other side of the radiator. I attached a piece of string to a wire and placed it on the back side of the radiator in different spots while using the leaf blower to see how the air came out. The leaf blower basically could blow about the same as 90 kts forward air speed... At about half throttle it was the same of about 60 kts airspeed.

The duct is a bit of an ugly duckling but at least it will be well hidden inside the cowl and not seen... I have learnt a massive amount about fiberglass in these last few months and I'm sure if I was to ever do it again it would turn out much better.