SonexFlight is a monthly podcast where we talk all things related to the Sonex line of kit-build aircraft. Each show we interview a different Sonex builder or pilot and discuss technical topics, tips and tricks, flying adventures, news and current events.

Episode 14 - “Brakes”

January 2017

Guest: Mike Farley. Mike was a previous guest on Episode 3 “AeroVee Turbo”. He is the builder and pilot of Waiex 56, based in central OH, and is a professional pilot flying Hawker 800XP Bizjets. Mike is currently serving as the President of the “Sonex Builders and Pilots Foundation”.

Download Episode 14 (mp3)

Show Notes

• Jabiru releases details of the new “Generation 4” 2200 & 3300 engines
  jabiru.net.au
  sonexbuilders.net/viewtopic.php?t=3451
  recreationalflying.com/threads/jabiru-engines.146232/page-5

  New "Generation 4" Engine:
  

  New 3300 Engine:
  

  Old 3300 Engine:
  

  New 2200 Engine:
  

  Old 2200 Engine:
  

  Additional Information on the Generation 4 Jabiru Engines (From Jabiru Pty, Ltd):

  • Firstly, there will be no increase in price for the new engines. The 2200 is AU$15,950 inc gst and the 3300 is AU$20,900.00 inc gst.
  • There have been 1,300 flight hours performed during development of the engine, plus the mandatory 200 hour endurance run for the ASTM standard.
  • We have one 3300 and two 2200 Generation 4 engines in aircraft at the moment and one Generation 4 3300 engine waiting to be installed in a new factory built J230 that is currently on production.
  • To answer the question we have been asked on the sealing of the heads. The head is screwed on to the barrel similar to Lycoming and Continental except that we also have 4 long through bolts which are terminated in the cylinder heads. This in effect seals the heads to the barrel as well as the thread and holds the cases together. There is no periodic maintenance required on these bolts.
  • Pistons have been redesigned to suit the different expansion rates of the aluminium cylinders.
  • The flywheel assembly has been redesigned to reduce its rotational mass. The connection to the crankshaft is a nil maintenance item.
  • Oil consumption is dramatically reduced. Our experience to date is that it is not necessary to top up the oil between oil changes. This is due to running much smaller clearances between the pistons and the barrels. This is possible because the barrels expand away from the piston as the engine heats up.
  • The alternator is ventilated to improve cooling.
  • We have an improved system of clamping inlets and exhaust pipes to the cylinder head using a heavy o-ring on the inlet and a circular section copper ring on the exhaust with a single 4 legged clamp, similar to motorcycle practice.
  • The Generation 4 engines retain the valve relief pistons, roller follower cam and double valve springs however the camshaft on the 2200 is not interchangeable with Generation 3 engines as the cylinders have been made identical. The cylinders for the Generation 4 engines now fit both 2200 and 3300 engines. Previous generation 2200 engines had left and right hand cylinder heads. The bore, stroke and compression ratio have not changed.
  • The weight is slightly less than the current engine.

• AeroConversions Brakes
  aeroconversions.com/products/aerobrakes/index.html

• Tracy O’Brien Brakes
  tracyobrien.com/Aircraft_Specialties-Brakes.html

• O’Keefe Aero (Great Plains) Brakes
  okeefeaero.com

• Matco Brakes
  matcomfg.com/ADAPTERKITSONEX-idv-3832-45.html

• Toe Brakes
  John Gillis Toe Brakes (pdf)
  

  Sonex Foundation Newsletter: Mike Turrell Toe Brakes (pdf)
  

• Centex Sonex Association Big Bend Fly-out: March 31 – April 2, 2017
  Big Bend Ranch State Park Airport: 3T9
  airnav.com/airport/3T9
  Email: msing @ hotmail.com
  Facebook: “Centex Sonex”