FFS. I need a new hobby.

Jim K said:
Not QUITE to the two weeks since the last update. Finally have something interesting to report. No, not finished parts of course.

But I did get a call and email from an ASI. So that should be interesting. Guess the FAA is about two months backlogged as well.
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I'm rootin for you, and I'm sure it's not just me. You get tossed a LOT of grief from general bad luck to questionable mechanics, and instead of walking away you go out and lock the hubs, put it in first gear, and keep going.
 
moparrob66 said:
Reason #9,174 for me to go experimental vs. certified. I
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That's great if you use a true experimental engine. If you use a Lycoming/Continental or clone, you're in the same boat. Unless maybe you trust "Billy Bob's Airboats and Used Tires" to weld you up a Lycoming crankcase.
 
Jim K said:
That's great if you use a true experimental engine. If you use a Lycoming/Continental or clone, you're in the same boat. Unless maybe you trust "Billy Bob's Airboats and Used Tires" to weld you up a Lycoming crankcase.
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Gave GPT some artistic freedom to imagine what this repair shop would look like...
1736826636628.png
 
Jim K said:
That's great if you use a true experimental engine. If you use a Lycoming/Continental or clone, you're in the same boat. Unless maybe you trust "Billy Bob's Airboats and Used Tires" to weld you up a Lycoming crankcase.
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Agreed 100%. It's certainly what has chilled my search for the replacement aircraft. Mating the exp with a lyco puts me right back into the captive audience morass I'm trying to get away from.

Problem is most of the auto conversions I see are going into low hp STOLbro ships, and generally compete with the rotax power output. My needs are 160hp-180hp SL continuous, haven't seen much of that in the auto space and certainly zero in the rotax (latter where the pricing is quickly making it moot as an alternative anyways). Other than insane LS1 long blocks that make the airplane useless as an actual acro/cruiser, it's crickets.

The old Subaru guy now selling Hondas is the only game in town (viking), but people on here hate him because his subbie venture presumably ripped some people off, so the presumption is the hondas are snake oil too. Thing is, at the prices they're asking, I'm willing to gamble. Problem is I have yet seen a completion on an RV for the viking engines in my desired HP range. If I had the time, I'd love to tackle the cowl/firewall/radiator work to get me to the promised land, even if I have to swap PRSUs like they're brake pads. Anything is better at this point than the nonsense you're currently putting up with, all due respect.

As to the aspersion of non-aviation mechanics putting their hands on your airplane mill, I hear ya... kinda. Again, I know you're putting your money where your mouth is, but I'm not speaking from the cheap seats either, it could have been my family on board when "it" happened to me. That wasn't a homebrew, that was a cErTiFiEd. So you'll excuse me if I cut auto engine wrenchheads some slack.

To quote Jay from 40-year old virgin:
 
hindsight2020 said:
As to the aspersion of non-aviation mechanics putting their hands on your airplane mill, I hear ya... kinda. Again, I know you're putting your money where your mouth is, but I'm not speaking from the cheap seats either, it could have been my family on board when "it" happened to me. That wasn't a homebrew, that was a cErTiFiEd. So you'll excuse me if I cut auto engine wrenchheads some slack.
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Fair enough, and I would trust most any competent machine shop (few & far between these days) to turn the crank, install valve guides, press rod bushings, etc. My point (and I think you got it) is that there are still bottlenecks. Cases being the biggest one in my mind. To my knowledge there are two companies in the world that do them, and they are about a block apart in Tulsa.

I don't know what the parts situation for experimental engines is like. I somehow doubt that there's shelves full of PSRU's ready to ship. I suppose it can't be any worse though.

Obviously I'm cool with non FAA blessed peasants turning the wrenches; as you said I'm putting my money where my mouth is on that one. It ain't rocket surgery, and this case proves that even part 145 doesn't guarantee a minimum level of competency.
 
Jim K said:
Obviously I'm cool with non FAA blessed peasants turning the wrenches; as you said I'm putting my money where my mouth is on that one. It ain't rocket surgery, and this case proves that even part 145 doesn't guarantee a minimum level of competency.
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So with respect to the thread title, is this your new hobby?
 
Jim K said:
…Cases being the biggest one in my mind. To my knowledge there are two companies in the world that do them, and they are about a block apart in Tulsa...
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I know (and bought from one of them) two very well known overhaulers who have FAA approved case repair processes for Lycos.
Neither will accept a case just for repair though.

Good news is those two big shops aren’t flowing their work to Tulsa. Bad news is current state is current state.
 
My understanding from those I know in the aircraft parts business is that some of the airboat engine people have better machinery and overhaul resources than certified shops. I’ve flown behind a Lycoming on which all the parts were overhauled by Junior Jernigan, and its fine.

Having said that I’ve also flown behind a non-certified auto engine that quit while I was in the plane, resulting in an off field landing. So I prefer aircraft engines but I think it’s the design that matters mostly, more so than who overhauled the engine.
 
Jim K said:
That's great if you use a true experimental engine. If you use a Lycoming/Continental or clone, you're in the same boat. Unless maybe you trust "Billy Bob's Airboats and Used Tires" to weld you up a Lycoming crankcase.
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I could physically weld the case quite well...but I still wouldn't consider it
 
Im considering the GM LV1 4.3 liter. Aerovolare is offering an FWF kit for this, but it seems to cost way more than the sum of its parts and they arent doing much that cant be done with off the shelf parts for less.
 
hindsight2020 said:
Agreed 100%. It's certainly what has chilled my search for the replacement aircraft. Mating the exp with a lyco puts me right back into the captive audience morass I'm trying to get away from.

Problem is most of the auto conversions I see are going into low hp STOLbro ships, and generally compete with the rotax power output. My needs are 160hp-180hp SL continuous, haven't seen much of that in the auto space and certainly zero in the rotax (latter where the pricing is quickly making it moot as an alternative anyways). Other than insane LS1 long blocks that make the airplane useless as an actual acro/cruiser, it's crickets.

The old Subaru guy now selling Hondas is the only game in town (viking), but people on here hate him because his subbie venture presumably ripped some people off, so the presumption is the hondas are snake oil too. Thing is, at the prices they're asking, I'm willing to gamble. Problem is I have yet seen a completion on an RV for the viking engines in my desired HP range. If I had the time, I'd love to tackle the cowl/firewall/radiator work to get me to the promised land, even if I have to swap PRSUs like they're brake pads. Anything is better at this point than the nonsense you're currently putting up with, all due respect.

As to the aspersion of non-aviation mechanics putting their hands on your airplane mill, I hear ya... kinda. Again, I know you're putting your money where your mouth is, but I'm not speaking from the cheap seats either, it could have been my family on board when "it" happened to me. That wasn't a homebrew, that was a cErTiFiEd. So you'll excuse me if I cut auto engine wrenchheads some slack.

To quote Jay from 40-year old virgin:
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Steve Henry runs a Yamaha from Edge Performance in his Highlander.

But I have heard the Honda venture has been better.
 
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