Q.  Dear Sirs - I’ve a question about a different type of conversion, but let me give you an idea about the conditions here in Pakistan. This is a country where the majority of engines are diesel because the operating cost is 25% but the price is 300%, and the maintenance is 250% compared to gasoline engines. Lately I became to know that Honda produces a generator engine which runs on gasoline and/or kerosene, so the question is, how can I run my engine on kerosene, how to make it convertible. If it’s possible, then the benefits are obvious. For example, operating costs will drop to 25% or we’ll enjoy a 400% increase in flying time or shifting to 400% stronger engine. I’ve a little knowledge in thermodynamics, so please be as detailed as possible.

Thank you very much. Please write back soon - A. Carrye, P. O. Box 1407, Peshawar, Pakistan

Here’s another letter to spark some interest and debate. - MJ

Q.  Dear Engine Q&A - Three engines that were used in European imports some decades ago might still be available and might make interesting units for light and ultralight aircraft. The larger engine was used in the SAAB. It was promoted as a 3 = 6. It was a three cylinder, in-line engine, water cooled, and two stroke. A smaller engine is the one used in the venerable Citroen 2CV. Nearly indestructible, this car is given part of the credit for Israel’s victory in its first major war by moving troops to the front lines via desert sands. It is a horizontally opposed, two cylinder, four stroke air cooled engine. Maybe some 2CV buffs are still about and can tell you more. I suspect it is still available in Europe or some developing countries. It could give good competition to the half VW engine and require almost no rebuilding. The third is a two-cylinder, water cooled, four stroke engine used in the Fiat 500.

Comments from you and your readers will certainly be of interest.

Very truly yours - John L. Stewart, Vancouver, Washington

Q.  Dear Don - I would like to start off by thanking you, Bill Bronson and Gerald Olenik for generously donating your time and talents to bring us the "Q&A" column each month. The EXPERIMENTER is a great resource for building, and your column is eagerly awaited each month.

I’m constructing an Acro II, which is a Poberezny-designed, two holer biplane. The airframe is designed to operate on 115 to 200 hp. Most builders use the O-360 or the IO-360 for aerobatic use. These engines develop 180 and 200 hp respectively. The airplane performs well in this horsepower range and the airframe is strong enough to handle a few more ponies.

I think that an 8-10K outlay for a used powerplant is a bit pricey. I’ve been told by my EAA friends that Subaru has produced a horizontally opposed, water-cooled, six cylinder engine that develops 200 hp. If this is true, I would like to know if you think this engine is suitable for aircraft use and my application? If the answer is "no," could you recommend a suitable substitute engine for the IO-360 in both horsepower and weight? If the Subaru engine is a proper choice, I have a few questions for you regarding size, configuration, horsepower and torque.

1. How many cylinders does the engine have and what is the displacement?

2. What is the bore, stroke and compression ratio?

3. What are the horsepower and torque and at what rpm’s do they develop their peak power? What is the recommended red line for aircraft use?

4. How does this engine breathe? Two or four valves per cylinder?

5. Will the cam need to be changed for aircraft use?

6. Does this engine develop its horsepower from a turbo boost? How well will it perform without the turbocharger.

7. My initial plan would be to use an aircraft, after market, fuel injection system. Depending on the manifold requirements of the injection system, it would be either a multiport injector or a throttle body system. I would like to keep the manifold as a simple fabrication. What are your thoughts and recommendations on these applications?

8. Is the stock ignition adequate or does it need to be changed? If I recall correctly, your recommendation for the EA-81 often includes a switch to a Ford distributor.

9. What about prop reduction units? I like the simplicity of the cog belts and I like the ability to visually inspect most of the drive mechanisms. If a cog belt is not feasible with this engine, what is your recommendation? Any system that is to be considered must have the ability to damper torsional vibration to the prop.

10. How does this engine compare in weigh to the IO-360?

11. Do you think this engine is adaptable to a dry sump for aerobatic use?

12. What do I need to know or consider that I haven’t already asked.?

13. Where can I get shop manuals for the engine?

Thanks in advance for answering my questions. Please stop by the Wood Workshop in Oshkosh and say "Hi" to me and my partner Sid Wood. Sid is building a KR-2 and plans to use a Subaru engine. We’ll buy you a Coke and hot dog and talk about airplanes.

I’ve enclosed a self-addressed stamped envelope for your use. - Dan Freeman, La Plata, Maryland

A.  Dear Dan - Concerning your project, the engine I would recommend would be the SVX 6 cylinder Subaru which would develop 230 hp with the redrive, would bring up the torque even higher and would perform very well. The weight of the Subaru engine would be much lighter than the Lycoming.

The displacement of the engine is 3.3 liter, 202.48 cubic inches. It develops 230 hp at 5400 rpm.

It develops 224 foot lbs. of torque at 4400 rpm, the bore is 3.815, stroke 2.950, compression is 10 - 1.

It breathes at four valves per cylinder. The cams do not need to be changed, and it’s not necessary to have a turbo.

The fuel injection system would be easier to install using an aftermarket injection system and also the ignition system should be aftermarket also. The manufacturers are listed in the November 1994 issue of EXPERIMENTER.

On redrives, the only companies I know that make drives for that engine are Lou Ross (Ross Aero, 3824 37th Street, Tucson, AZ 602/747-7877), Rotary Air Force (RAF, 1107 - 9th Street West, Kindersley, Saskatchewan, Canada S0L 1S0, 306/463-6030) and NSI (NSI Propulsion Systems, Inc., 19130 59th Drive, NE, Arlington, WA 98223, 206/435-1055). I don’t have figures on the weights of the engine; depending on the redrive, I don’t know what the weight would be.

This engine is adaptable to a dry sump, and NSI will probably have that item.

There’s nothing else I can think of at this time. The engine manuals should be available from a Subaru dealer.

On the KR-2 your friend is building and planning to use a Subaru, Les Palmer (3247 High Lark, Dallas, TX 75231) has built one with an EA-81 and is flying and enjoying it.

I hope I’ve answered you questions; thank you for your letter. - Don

Q.  Dear Don - . . . I’m writing to ask for some information on what to look for when scouting for an engine. I have only been a member of PRA (Popular Rotorcraft Association) since October of 1995 and have been watching Rotor Wing Sports on satellite TV and am ready to build a gyro. I like a two-place but I’m not really sure yet. Is there any reason not to have a two place gyro? I have a single engine private pilot’s license with around 275 hours and hold an A&P license.

I have been corresponding by fax with Jennifer McCoy and asked her for some names of people to help me decide what I will need. I was told you do some consultant work for RAF and know quite well what you are talking about and might help me.

So far I know of 3 Subaru Legacy fuel-injected engines with anywhere from 25,000 to 36,000 miles on them. The engines that I see and have read about have carburetors. Is it that complicated to keep the fuel injection, or is there a problem with using the computers that control the systems? I would like to make one trip to the auto wrecker and get all I need instead of three or four times.

I thought the Mazda rotary was the way to go, but I found them too expensive and hard to find parts for.

I hope to hear from you soon. - James Ebelsberger, Latrobe, Pennsylvania

A.  Dear James - I would go to the next fly-in available and go for a ride in the different models of gyros available. You can make up your mind then if you want a single or two-place machine.

The Legacy engine would be a good selection and the one with the least miles the better, of course. One with a redrive would give you better performance. - Don

Q.  Dear Don - I am building a 2180 cc engine for my Sonerai. I do plan to use an E4340 chromoly forged counterweighted crankshaft from an aftermarket source. The crankshaft that I am going to use has the counterweight welded on and I am wondering what your opinion is on this type of crankshaft.

Your input would be greatly appreciated. Thank you! - Gene Monteleone, Vivian, Louisiana

A.  Dear Gene - Your Sonerai is a great looking project. I don’t think the crankshaft will give you any problems; the welding of the counterweight should be no problem. Bill Bronson, who answers VW engine questions, might have more to say about this. By the way, if you ever want to upgrade your engine, you might think about a Subaru! Ha! I enjoyed your letter - Don

Q.  Dear Bill (Bronson) - Three months ago I received your documentation for the 1/2 VW engine. At this time, most of the parts are done and I think in the middle of March the crankshaft balancing will be done. Hopefully the first putt, putt of the motor will be heard in June. The Flying Flea is also on its way. In the meantime I fly my Dragonfly.

My concern today is to get the J.C. Whitney address to order a carburetor. Perhaps there are also most fancy carburetors in the motorcycle area, but I like the way you work - KISS - keep it simple, stupid. Generally, it’s a lot more reliable!

Have you any idea of the weight of the complete, smooth VW?

I don’t cut the case and will use the original lighting system, Bosch 003 and so on; magnetos are expensive and not easy to find in Europe, except aircraft ones. I will use also a car water cooling fan as a dynamo after changing sleeves for bearings and drive it via a belt and pulley system on the propeller hub. I will get about 6 amps and 14 volts at 3000 rpm.

I am always pleased to read your answers in the Q&A column of EXPERIMENTER every month.

Best aeronautical regards - Philippe Soulas, Abbeville, France

A.  Dear Philippe - I’m sure the crowd at EXPERIMENTER will hear your engine all the way from France when it coughs to life. God enjoyed creating things that live and we mortals enjoy imitating him. My engine weighs 95 lbs. (firewall forward) which includes motor mounts, carb and cabin heat, prop, spinner, lighting coil and cowling. (Honest weight!)

My friend Randy Sackman provided voltage similar to what you are planning and is pleased with the result. His beautiful miniMAX is pictured at the Sparta, Illinois airport on the last page of my article in the May 1994 EXPERIMENTER.

Good luck from all of us in America with your Flying Flea. Please send Mary Jones some pictures of what our EAA cousins are doing in France.

Que-Dieu-be’Nisse-La-Belle-France! - Bill

 
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