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4-Place Super Cub

Bill
All I am finding for auto fuel local is 90 octane Ethanol free. I blend with Avgas currently so no big deal. Every search turns up a different octane required for 8.5 - 1 compression. What would you say is safe for 8.5 - 1 pistons. DENNY

Here on the MA/NH border the only source for ethanol free seems to be the Hampton NH Airfield. (Sincere thanks to them!) I'm wondering if there are gas stations that actually have it other than the very expensive "racing fuel?" I've checked online sites, but not having much luck. Anyone got better info?
 
Engine sale went through. Sorting out shipping from Pittsfield ME. to Palmer.

Besides port and polish. What are the latest cylinder weights vs longevity vs performance looking like? Superior, ECI, Nickel. Whats worth the money?
 
My understanding on the O-360 without the counterbalance shaft is that you need to avoid a range of something like 2100-2200 rpm continuous. You're unlikely to cruise at such a low rpm so it's mainly a precaution that can be disregarded.

The newer composite blade propellers have considerable better vibration damping than the classic aluminum props. As Sky stated the warning band applies to the propeller and few if any wood or composite props are prone to self destruct.
 
Updates #4 and #5

---The engine made it to Custom Air Parts in palmer and was a nasty mess. Neglected for quite some time in a hangar in Maine.

7000 in repair costs, 20,500 in overhaul costs, 3000 in additional items.

The crank shaft was sent out to Oklahoma for repair and recertification, and the camshaft is being replaced with one for better timing.
All my gearing and minor sub-assemblies needed repair or replacement. They were either old style no longer supported, or pitted and corroded, or missing.

The best news was no cracks found in the crank case! For this shop in Alaska crank case repairs and recertification can take up to 7 months and shipment to the lower 48.

Once the crankshaft returns the build up will commence. New OEM Cylinders, Port and Polish, Sump Port, and Custom Paint.
8.5:1 pistons to allow MOGAS, light weight starter, and overhauled accessories.

The engine did come fitted for a constant speed prop. I have about another month to really decide if ground adjustable is the way I want to go here or not.

---On a different front PSTOL flaps arrived!

Airframes Alaska pumped out my 3 hanger 90" set early, and they look so good I don't want to paint them.
I got a call and drove over (5 miles away) to pick them up. If anyone has a question on them please send it my way.

The pstol prep kit was sent over to Jay at Javron months ago for my square wing tip order. I am making plans to pick up my wings around october when I make a visit south for family.

****if someone in alaska wants to save some money or have a better direct shipment, let me know****

---In the shop I ended up buying a Miller 211 mig welder, and its been nice for my other aviation jobs as well. I appreciated your feedback and reviews

---I've been working on the trim cable recently (splicing my own) and spoke to Tony Cesare in Maine. He was nice enough to walk me through some of what he does when he makes a long splice cable, and I would recommend him for anyone looking to have it done..

My first attempt was a joke to look at but loaded tested at over 200 pounds. The key things you want to see is a uniform spiral and thickness, without a wave or strand sticking out. I found that using a die or hardened tool to reform an outer strand you plan to insert in replace of the core, was the golden ticket to keep the wave and headaches away.

I have the recommended final dimension sent over from airframes alaska, but does anyone know the "standard" spring length they see with the cable installed? Just curious.

-Take care.
 
Updates #4 and #5

---The engine made it to Custom Air Parts in palmer and was a nasty mess. Neglected for quite some time in a hangar in Maine.

7000 in repair costs, 20,500 in overhaul costs, 3000 in additional items.

The crank shaft was sent out to Oklahoma for repair and recertification, and the camshaft is being replaced with one for better timing.
All my gearing and minor sub-assemblies needed repair or replacement. They were either old style no longer supported, or pitted and corroded, or missing.

The best news was no cracks found in the crank case! For this shop in Alaska crank case repairs and recertification can take up to 7 months and shipment to the lower 48.

Once the crankshaft returns the build up will commence. New OEM Cylinders, Port and Polish, Sump Port, and Custom Paint.
8.5:1 pistons to allow MOGAS, light weight starter, and overhauled accessories.

The engine did come fitted for a constant speed prop. I have about another month to really decide if ground adjustable is the way I want to go here or not.


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She was only in Maine for about a month and never left the box it came in. I think it was sitting in the desert on a crashed up Mooney. I sold a 180 Cherokee project to the guy and he was going to put this engine on it but changed his mind and sold the whole thing. Tony’s cables are definitely a work of art I tried to make one and I couldn’t make the ends tuck in well. I have a poor man’s 4 place in the works it’s a stretched Pacer with 0-360 and constant speed. Look forward to seeing yours finished it’s going to be a beaut!
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Andy, that plane looks a lot different than the last time I saw it! 8)

sj
 
Updates from Palmer.

Drove the wings up from MN (Javron) in October. They look great and the trip was a blast. Ended up keeping Jay's trailer as a storage spot for the wings and aircraft parts here at the house. Had about 1/2 of the trailer full when I left MN. 2 wing sets, a frame, and lots of flight control surfaces. I finally sold the truck I had bought just for the trip this past week. I'm thankfull thats atleast out of the driveway.

The engine build up at custom aircraft engines in Palmer is complete. O-360-A1A. Testing happens this week. They needed a tailnumber for paperwork and I finally settled on my previously reserved N3375V. My fathers phone number, and the only guy I've ever taken flying. I wish he was still around to see this happen.

Inside the shop I have built a set of rudder pedals, ran the aft and belly fuel lines, and confirmed Randy's molds for CF interior are a match with my S/N frame.

The vertical stabilizer is on, and my version of a larger square tail is designed and cut but still needs to be bent and welded.

Parts inbound are Dakota cub red top brake master cylinders and fuel selector valve.

Next is a torque tube which I need to modify with an aft pulley to remove the aft tower. I'm debating building it because buying and cutting off a third gives me a bad taste in my mouth.
 
Updates from Palmer.

Next is a torque tube which I need to modify with an aft pulley to remove the aft tower. I'm debating building it because buying and cutting off a third gives me a bad taste in my mouth.

I bought torque tube from Javron for my 4 place airframes fuselage.
 
Joemcd, 2200#. Jay mentioned haveing a set designed for 2400#+ but they kept breaking landing gear on testing so it got limited to 2300.

G44, the current plan is 4 total seats with the front rh mounted on a seat rail and often removed. If I center the seat, the throttle and mixture brackets welded in already might become a tad awkward to manipulate, but then again maybe not.

Thanks for the quick welder reviews.

I found an O-360-A1A for the project. She's in Maine and in need of overhaul. Came out of a Mooney M20A. Narrow deck. 1st step is shipping to custom aircraft engines in Palmer for overhaul. We will see what the damage is when they get it. Current overhaul quotes for those interested is 6-9 months. 20.5k add in 1k-3.6k for new cylinders and a couple hundred on paint choices as well as port & polish. Accessories are overhaul exchange but starters and alternator come new.

One option is to upgrade to high compression pistons and port and polish. Bonus is power, downfall is no mogas.

Another options is electronic ignition and "phase 4" cam shaft timing.

Now as I recall the A1A has no dynamic balancers so an rpm restriction was in place with constant speed props. I plan to run a ground adjustable whirlwind or sensenich. Does any one see a problem here with that thought or plan?


- Arthur Dyer V.

Composite constant speed props do away with that rpm restriction on the A1A engines. I know that MT props do, not sure about Hartzell, but I'm betting they do as well.

MTV
 
What all got done to the flap hangars? Jay sent me a different tab and spring setup for down the road when/if I put the pstols on my wing. Was wondering if there is something new. I haven't riveted the doublers onto this set yet.
 
FISHHOOK

I will preface with, I'm not the best one to ask since I have not worked with his non-pstol flaps wings as of yet. But here are my notes through the purchase process.

97lb
Hangers need to be machined more for better fitment of pstol flaps,

I chose sq blunt tip, last full rib w/ 5/8 flange. 90 inch flap. 102" aileron.

For pstol the flaps the finger on the bellcrank is added. Send javron the aluminum hangar and doubler kit. Although he may not use all of it and/or remake parts as needed to fit better.

Comes with fuel tanks and lids assy $19500, un assembled $15500. Cost slightly cheaper without flaps.

Washout factored in on wings and ailerons.

Assy 7 days to build wings and day for flap and aileron.
 
Engine is home from Custom Aircraft in Palmer.

All in all, total damage was 42k.
7k for the engine,
35 for overhaul, new lycoming cylinders, ported & polished intake and sump, flow matched cylinders, reinforcement brackets, new through bolts, all new gearing, 76097 camshaft grind with an advanced timing gear, case was machined but no cracks, 8.5:1 pistons, skytech starter and MA4-5 carb. Bendix mags with 1 impulse coupling. Crankshaft sealed for a ground or fixed pitch prop. The back end has the blanking plates installed where the vacuum, fuel pump and prop gov once resided. Standard weight ring gear and standard weight sump.

Am I happy? Yes.
Did it take 14 months and a huge chunk of my money? yes.
Could I have spent 5k more and had a NEW engine or 370 with rated hp at TBO instead of 190 (estimated) right now? Yes (which isn't a bad plan seeing how long this overhaul took)

But this was an experience I wanted. I supported a couple local businesses, and it will do just fine for my application.

Run a mixture of autogas, have longevity, look the part, have the power to get my plane off the ground.

Questions I still have are;
Exhaust options/differences?
Engine mount angle changes?
At $1800 for a titanium 4 place firewall (fatlee dodge) is it worth it?
Anything better suited than a Ma4-5?
Baffling choices?
Will the original oil cooler work or is it exchangeable for one that does?

Good stuff.

-Chet
 

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Chet,

On mine i run the vetterman exhaust and am happy with the fit and finish. I used the vans baffling and built it then had it powdercoated. I used a 10 row experimental oil cooler x series from airflow systems. I used the titaniam firewall. Think it saved 2.5 pounds and think its well worth saving the weight where you can when you can. Will be more expensive to save that kind of weight later and its just forward of cg which is helpful.
 
Questions I still have are;
Exhaust options/differences? I like the Sutton for the following reasons. I keeps heat off the firewall in the summer when you do not want it. It does not put two large heat muffs blocking the exit airflow opening. It puts out WAY more heat in the winter when you need it. It does not clutter up the back of the already busy engine compartment.

Engine mount angle changes? I still recommend the zero thrust engine mount.

At $1800 for a titanium 4 place firewall (fatlee dodge) is it worth it? Tough call. Some weight savings can be done later, but it is extremely unlikely you will replace the firewall later after the build is done.

Anything better suited than a Ma4-5? Not that I know of. I have read about throttle bodies but nothing is really proven for the 0-360 that I know of.

Baffling choices? Vans then build/modify as necessary

Will the original oil cooler work or is it exchangeable for one that does? I like the aluminum air classics 9 or 11 row myself.

Just my opinions

Hope it helps

Bill
 
My recent build was the o-360-a1a also. Used the Rubbert STC. Very pleased so far at 24 hrs on the engine and stc components.

Exhaust is a modified Sutton weighing in at 11lbs total.

Baffling is Rubberts rear oil cooler mount and Oil cooler is the Aero Classic 10 row (PMA’d)

Jan Rubbert can modify the mount they produce to the angle you want. It’s shorter than a long mount but not nearly as crowded as the shorts.

Carb they suggested is the 4164-1 due to better adjustability in cold wx ops.

PM me if you want contact info.

Marty


Sent from my iPhone using SuperCub.Org
 
I make my own titanium firewalls. Didn't like the way they formed the flange on the Atlee Dodge one. I use an aluminum flange riveted to the titanium. The Ti is way lighter.
 
Most interior panels are cut. I'm in the process of making support fittings and bonding them to the floor underside to keep side walls tucked in and firm. Without a floor frame structure in the aft section and front, the CF side walls want to be a little too wavy.

After talking with DJ I will explore the rudder pedal over floor option to alleviate the interference with dakota cub brakes.

RH Pax seat needs some seat track installed and legs welded in.

-Chet
 
FA Tiedown straps installed and peeling back the leading edge on the RH wing to run wiring away from the spar mounted magnetometer installation.
 

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