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Mapleflt
 Post subject: Crossflow
PostPosted: Sat Nov 21, 2009 2:25 pm 
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Could anyone out in the homebuilt world offer some insight on the Crossflow Subaru engine conversions. I have heard rumors of of greatness. It seems that the Crossflow website no longer exists, is this true or is it just being revised/updated. If anyone does have a working link to Crossflow could you please send it. I have reached the end of my limited Goggle skills with no success. Cheers,


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Jungle Jim
 Post subject: Re: Crossflow
PostPosted: Tue Nov 24, 2009 3:05 am 
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They were based in Collingwood but lately their hangar looks abandoned. I asked locally and no one seems to know where they moved to.

Jim


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Mapleflt
 Post subject: Re: Crossflow
PostPosted: Tue Nov 24, 2009 3:35 am 
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I guess that puts a nail in that idea. I have a subby engine block that I had hoped to rebuild. If you hear anything further could you shoot me note, thanks for the reply.


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Strega
 Post subject: Re: Crossflow
PostPosted: Tue Nov 24, 2009 4:40 am 
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2 words....

Lycoming & Continental..


PLEASE!


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Mapleflt
 Post subject: Re: Crossflow
PostPosted: Tue Nov 24, 2009 5:05 pm 
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Jungle Jim,
I have tried a couple of different phone numbers, Collingwood, Shelburne and Nottawasaga. They all go unanswered or a recorded "no longer in service" guess that answers the question. Cheers


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Jungle Jim
 Post subject: Re: Crossflow
PostPosted: Wed Nov 25, 2009 3:59 pm 
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I agree with Strega. I had a turbocharged, planetary gear drive, Subaru engine in my first plane and although it ran ok, it was always on my mind that it really wasn't a proven system. Also when things do go wrong the Lycoming, Continental and Franklin engines are easy to fix, parts are available and there's no shortage of knowledgeable people that can troubleshoot and repair these engines at most airports. I found that when it was all done there really was not a cost savings over a conventional aircraft engine. Since then I had a Stinson with a Franklin and now fly behind a Lycoming in the Thorp T18. There's nothing worse than having an airframe that is ready to fly but can't because of engine/redrive issues. Even looking at the Eggenfeller conversions there have been about a dozen revisions and versions which leads one to believe the changes/improvements were needed to address "issues" or shortcomings.

Jim


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Mapleflt
 Post subject: Re: Crossflow
PostPosted: Sun Nov 29, 2009 11:04 pm 
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Ok Jungle Jim, Strega you have convinced me on the value of a more "conventional" engine, plus some research. Would either of you two fine gentleman consider it foolish to "re-build" one. Certainly parts for the bid two are easy to find. What would be your choice in the 180/ 250 hp range.


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ahramin
 Post subject: Re: Crossflow
PostPosted: Sun Nov 29, 2009 11:30 pm 
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Lycoming O-360.

Personally, I like the Chevy V8 though.


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AEROBAT
 Post subject: Re: Crossflow
PostPosted: Sun Nov 29, 2009 11:42 pm 
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Mid time O-540's are generaly cheaper than a O-360. What kind of plane are you building?


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Mapleflt
 Post subject: Re: Crossflow
PostPosted: Mon Nov 30, 2009 1:25 am 
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Originally I was very seriously considering building a BD-4, they appear to be one of the easier homebuilts, I like alluminum. I can't afford any of the quick build kits offered. However after a long look at my intended flying I will likely settle on a re-build of an existing airframe. I am now on the hunt for a suitable, long forgotten project hiding in the back recesses of a hanger or barn, once loved but now pushed aside. First choice is one of the earlier Maules, this airplane will live on floats FOREVER. Why are the 540's better priced, less market? What could one expect to shell out for a rebuildable one? Oh heck well I'm asking does anyone out there know of a long forgotten Maule project? I might even try to convince the local MDRA that I have or will meet the 51% rule and call it a homebuild otherwise OM is a clear avenue also.


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AEROBAT
 Post subject: Re: Crossflow
PostPosted: Mon Nov 30, 2009 5:56 am 
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RV builders drove up the price of O-320's and O-360's it seems. There is a BD4 with a O-540 near Edmonton. Climbs like crazy. Check out Barnstormers for used engines. MOT can't hassle you over importing engines and props.


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Jungle Jim
 Post subject: Re: Crossflow
PostPosted: Mon Nov 30, 2009 2:35 pm 
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With respect to rebuilding one of the conventional engines, this is easily do-able. I rebuilt my Franklin engine with oversight by my AME. You will need to have your torque wrenches and measuring tools calibrated and you will need all the manuals. You will find that the paperwork with measuring and recording the measurements of the components will take longer than the actual hands-on time. It's still quite an expensive venture when you add the costs of sending the parts out for inspection and overhaul if required. It is satisfying when it is all done though.

Jim


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Mapleflt
 Post subject: Re: Crossflow
PostPosted: Mon Nov 30, 2009 3:33 pm 
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Thanks Jungle Jim here iscouple of thoughts for your consideration and feedback. Does the need for AME oversite, certified overhaul etc. still exist if the final product is being used in a homebuilt or OM aircraft. Using of the correct manuals, calibrated tools and proper procedures come under the heading of safety first definately, even some AME input would be wise.

Cheers,


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Jungle Jim
 Post subject: Re: Crossflow
PostPosted: Tue Dec 01, 2009 3:03 pm 
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Mapleflag,

No, the need for AME oversight does not apply for a homebuilt or O/M aircraft but some oversight by an experienced person would be a good idea. In the case of my Franklin, I run a tool shop so the calibration of tools was easy. There was still a lot of stuff that had to be sent out for testing and overhaul that I was not comfortable in doing. Examples being, crank, cylinders, mags, engine mount, cam, etc.

Jim


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115B
 Post subject: Re: Crossflow
PostPosted: Tue Mar 30, 2010 3:45 am 
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Crossflow is no longer in the engine business. They were not good on delivering what they promised; people waited years for their engines, then had problems. In my opinion, they were asking too much from the engines. Too much horsepower promised for long life. The six cylinder Subaru is 3.3 litres; 199 cubic inches, and they were proposing to replace 340 hp engines with it.

Lots of Subarus flying in various applications. At reasonable horsepower ratings, there is no reason it will not be reliable. One of the converters recently published the steps necessary to build an aircraft Subaru. Lots of internal details are important.

Robinson seems to have got the Chevy V8 working very well in his conversions.


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Mapleflt
 Post subject: Re: Crossflow
PostPosted: Wed Apr 14, 2010 11:21 am 
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115B,

Do you recall which supplier/converter it was that published the conversion process? Was it a downloadable document?


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115B
 Post subject: Re: Crossflow
PostPosted: Wed Apr 28, 2010 2:41 am 
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It was an article; possibly in Kitplanes, detailing all the things one of the conversion experts does to ensure long life in a converted Subaru.


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