Emory Bored

You can swap the levers on the carburetors to either pull or push, or build a new bell crank with all three arms on the same side of the horizontal rod. 

I took the 120 hour course from them in 2013.  We performed weight and balance and carb sync on a really nice 1050 KF 4.  I agree that they are both pretty talented both in what they know but also in their skills as teachers.  When I went through I added on Powered Parachute and Trikes.  So I only lack the glider module.  I've missed adding it on two times because of scheduling conflicts but will eventually get that cert too.  

As you said, I can work on anybodies S-LSA or E-LSA for fun or profit. 

Absolutely!  I've been taught some of it but not a step by step teardown and rebuild from the start.  

I have seen that McFarland and liked it.  Dholly speaks for me on the spring tension and throttle setup.  What I don't like about the long belcrank setup is that all the small tolerances add up and make it just a little tougher to sync the carbs.  

And that's putting it mildly.  

With a little work on our bellies we can be sumo wrestlers eh?  

I got a whole inch on you man!   All body and no leg though.....

Bolt up according to their website.  One wonders if the flange is in the same place though.  Cowl differences?  Dunno.  Also, the red casting someone commented on is the water jacket manifold as you can see from the photo. 

http://www.simoniniusa.com/?page=Engines&Engine=Victor-2-Plus

http://www.amazon.com/gp/product/B000BG1X54?psc=1&redirect=true&ref_=oh_aui_detailpage_o02_s00

Thanks man.  Good post.  Gotcha.

Yeah, I think so Joshua.  The wing and control improvements in the IV make it a pretty nice airplane.  Or so I've heard.  Somebody pointed out to me that there is a IV Classic on Barnstormers right now for $28K asking.  It sure looks nice and it's fly away.  There's always another deal around the corner.   

Beautiful job Chris.  I need to copy all that and archive it in a file on the 'puter for future reference.  I'm not smart enough about carburetor theory of operation to understand how applying a reference vacuum to the float bowl drains changes the mixture.  But I suppose if I spent some time on the two hand drawn documents with a carburetor in front of me I might begin to "get" it.  Thanks for posting that.

Ask Joey.  I dunno.  I'd have to see the schematic.  I do know two folks now using this thing and both are very happy, so there you go.  If I get smartened up on these I'll chime back in.  

That's what it sounds like to me....if yours don't have a place to tap the vacuum in the venturi..  I imagine that it's the carb body only that you need.  All the rest of the parts probably transfer.  That's still not encouraging as I took a quick check at CPS and they don't list the body.  But then again, I don't have a part number.  I see carbs come up all the time on Barnstormers.  Take a look.  

Translation:

Late model carburetors have an extra passage to the venturi which is used by the Hacman controller, see photo on right.  Earlier carbs had a separate boss which needs to be drilled, (see photo above).  The way earlier castings don't have either the extra passage nor the undrilled boss and much be thrown out and replaced.  

Fred:

I've been looking at your blog from time to time for a couple of years now.  I enquired several times at Simonini USA in Florida and never received a single reply.  I used e-mail to contact the company in Italy and actually received a telephone call from Mr. Simonini himself.  Still, with no visible support in the US I bought a Rotax 912UL and am converting it to the big bore Zipper conversion for 104 hp.  More weight and complexity but presumably longer life and reliability.  We'll see.  My install will be a Zenith CH-701.  I suppose the only downside to your Simonini install is the spark plug fouling when the engine is idle for a few days.  There are thousands of Rotax 582 inverted installs out there and I've never heard of the problem.  Just because I've never heard of it doesn't mean it isn't happening,  so maybe the fuel shutoff valve will resolve the issue.   And the airplane, with the new tires, prop, and cover, looks stunning!  

The $4.5K bid was an "I don't want the work" bid. 

That's some of that homeless smokin' man.  I got me a cardboard box 'n stuff. 

That gear is monster.  No more side hill gear collapses with that set up.  Glad you're home safe and sound too.  

Mind, you're only seeing the exhaust side.  It could be scored on the intake side too.  A well baby check by Rotax Rick is in order either way.  That looks like a great project for somebody.  You'll want new seals no matter what.  The owner/seller has started a rebuild...it's back on it's gear anyway.   

Is it the blue one in Eugene?  If you pull off the exhaust and shine a flashlight into the exhaust port and see scoring on the piston...it's a full rebuild. 

Cute.....

It might be a step forward for all concerned over there.  Let's just get it bloody over with.   BTW, no turkey for us.  We're doing a ham.  Not traditional but neither are we.  

My thoughts exactly but maybe it's nothing but a data plate with a box of "parts"?   I'm of the opinion that those old Subaru 1.8 engines should remain in Subarus.

I fixed the link above to actually go there.  And yes, that is presumably the radiator for the EA-81.  I had always assumed that the Bandit had a lower gross weight because of the 503 engine but I don't find any info on the net that says that.  It's got wing tanks, a big greasy auto engine with cooling and HH wings.  Might be a nice airplane.  

It's even got oil blow by all over the gear legs.  According to the N number registration it started life with a Rotax of some kind. 

This is for conversation only.  Here's a Bandit in Florida with a Subaru in it.  I wonder what the useful load might be.   It's somehow accumulated 740 hours so maybe it's a pretty good flyer?

http://www.barnstormers.com/classified_1007640_AVID+BANDIT.html