The Murphy Builders Site

I am thinking about buying a used Rebel with a Subaru engine and a Ross drive.

I would appreciate anyone's thoughts on the what to watch out for and any personal experiences.

The owner discussed a problem related to "sympathetic vibrations" causing chattering in the Ross drive at prop rpm's below 1000. Has anyone else experienced this?

Thanks,
Mike

-------------- Original message --------------
From: "Robert Johnson" <bestofbo@cogeco.ca>

Hi Guys: I have received the last 6 (six) messages "engine for sale" four times
now after deleting - has anyone else experienced this current problem. Thanks -
Bob J



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Seems like a no brainer to me. By all means contemplate an auto conversion
if you are so inclined. Just don't use the Ross PSRU.

Also, after having been through an auto conversion (Chevy V8 in my case)
from scratch - design, assembly, installation, and now testing, break-in,
and problem resolution I would only recommend an auto conversion firewall
forward package from a company that has been in business for a while and has
already worked out all the bugs. Except maybe if you plan to market your
own firewall forward package after the struggle.

Mike
044SR

-----Original Message-----
From: mike.davis@dcsol.com [mailto:mike.davis@dcsol.com] On Behalf Of
mdb1225@comcast.net
Sent: Wednesday, September 26, 2007 9:44 AM
To: rebel-builders@dcsol.com
Subject: Re: [rebel-builders] Rebel/Subaru/Ross Aero Drive

Ken,

Your points are well made and you certainly have an excellent handle on the
technical aspects of the situation. I however, am completely new to this and
wouldn't know a major problem if it were staring me in the face and am not
as prepared mechanically to deal with this myself. However I do like the
idea of not burning leaded gas and getting the same performance from an
engine that burns far less fuel. My concern with the particular plane I am
looking at is that the Ross redrive is from a company that is no longer in
business and there may be some vibration problems that the current owner may
not have resolved and I am not sure what is the right thing to do to solve
it.

Mike



-------------- Original message --------------
From: Ken <klehman@albedo.net>

No major kit supplier has ever endorsed alternate engines AFAIK and why
would they?? They make money if they sell you a Lyc. They know you will
fly sooner with a Lyc. and then they can blame all engine issues on
someone else. They don't really care how much gas you burn and I agree
that money should not be the motivation for an alternate engine.

But if the sport is to survive we must move out of the stone age at some
time. I don't burn leaded gas. I don't fiddle with mixture or carb heat.
It starts like a car and runs flawlessly like a car. (We still haven't
told it that it is not in a car anymore) I can get Lycoming takeoff
power and it is very happy to cruise all day at 4 gph without any
concern over temperature or fouled spark plugs. I use 5W50 synthetic
oil and I don't have to preheat so I use it more in the winter. Shock
cooling is not a concern. I paid $2k not $20k for the engine core and
will never have a $10k to $20k overhaul. Lyc. will never hold me hostage
for improper design or manufacturing. Numerous guys have over 1,000
hours on these engines. Numerous other guys have not educated themselves
and had nothing but grief. Similar story for certified Lyc's when you
think about it.

However just like you must learn how to pamper a Lyc. (or be very
wealthy), you must also pay attention when running a one of a kind power
plant. You can't turn the decisions over to an AME and you will do most
maintanance yourself.. No power plant whether certified, alternate, or
TURBOPROP is immune to torsional issues. How many guys run a non
certified prop on a certified engine thinking they are safe??

Ken

mdb1225@comcast.net wrote:

Ken,

EPI makes a strong case for not using a subaru engine.

The Vans forum comments run 50/50.

What does Murphy Air have to say about this?

Mike

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