Laurie + John When we got the Sauer S2500 I had the choice of carb heat or K&N filters on the back of each carb I asked Dafydd for help. His reply to me was "I have news for you I certify nothing unless it has carby heat" Then he said how many of these are installed elsewhere in world and I said guess 20 and Dafydd said "You do not need me as if there is more than 5 fitted the paperwork exists - go and find your paperwork and what you need is that engine in that frame and that engine with your propeller" I went to EASA and kenblatts and found our Sauer fitted to h36 BUT prop was MT and not Hoffman BT. The next search was in Taifun had a Sauer 2500 with our BT Hoffman and this was the missing link and John V accepted it We had to sent our prop to Eric Weston to have the pitch reset as we had the rods changed from 6mm to 8mm 2years earlier.
I have a number of Kenblatts and I will re look for h36/L2400/your prop ?? You must have BT blades with 2400 2500 although Ian Williams got an exemption for NZ. I have a mound of Dave Goldsmiths L2400 suck out although somebody may have borrowed it With the "bone" master switch our mod called for moving the switch from engine bay to cabin on standouts. THe rod was shortened. The other mod was the rear engine mount was shortened by think 15mm. The local A/c welder did it BUT you should have this with the wreck h36. Both our Saur and your engines would be the same so can send you plans if you wish Re the front removable panel. It is an excellent idea. The Dimona h36 II XOO has the panel as std I believe. I also did Dieter Hildenbrand.s h36 when he had the engine out. I did by photo and Put the flange on the removable part but factory do it the other way around but I was nervous of reducing strength of engine mounts. Christian Streinfender was here when I was about to do it and his advice was "use our Teflon tape as the release when you glue in the flange" I used 10-32 screws and tab nuts to hold in place Changing Oil filter is still very hard even with the panel. I seem to remember the out drain plug is in a hard place to drain. I got an Air safe oil valve 12mm and took our plate to welder and he adapted the 14mm back to 12mm, All decent planes with Lycoming/Continental/Rotax have these valves as removing bung with Cu washer and re lockwiring is for the birds I could do an oilchange in by Sunday best now Remember going from a so called 80hp to 93 HP will generate serious heat at full power and our manual calls for MAX 5min full power ( I believe it should be 2 or 3 min only) The advantage of S2500 over the L2400 is Sauer use their own huge finning ot their own heads. I think Bailey Roberts in his G109 L2400 with electric prop has Sauer big fin heads. Thats all Ian McPhee . . . . On 1 December 2012 13:37, salto <[email protected]> wrote: > Hi Laurie,**** > > The GFA would certainly accept the Korff modification, in fact we already > hhave one in Australia. You would need to comply with all of the > requirements of the Mod, but I don’t think there are any structural > differences, I seem to remember the air extraction cowling beneath the > engine is slightly different & the fuse shell is modified so that the front > part beneath the propeller is removable. This is a useful mod as it makes > engine removal & maintenance much easier. I think Macca may have done it to > the H-36 fitted with the Sauer conversion. Dave Goldsmith’s H36 Korff > 2400 is based at Bacchus Marsh.**** > > ** ** > > You could also go local with the conversion and get a CAR 35 engineer (or > whatever CASA calls them today) to develop the mod for you, but I would > think this would be more expensive. Dafydd Llewellyn did the Sauer work as > I recall & Mike Burns has done a couple of Jabiru conversions into Falkes, > so maybe you could discuss it with them, but I suspect the better way would > be to use the Korff mod. **** > > It would also be worthwhile to discuss your plans with Dennis Stacey to > keep him in the loop as he will have final say as to any conditions you > need to fulfil with the mod.**** > > Hope this helps **** > > Regards**** > > JGV **** > > ** ** > > *From:* [email protected] [mailto:[email protected]] *On > Behalf Of *Laurie Hoffman > *Sent:* Saturday, 1 December 2012 10:05 AM > *To:* [email protected] > *Subject:* [DOG mailing list] European Type Certificate**** > > ** ** > > Hi All,**** > > Rob and I bought the wreck of GIX, mainly because it has an L2400 > (installed in Europe by Korff). > The plan is to replace the L2000 in GYT with the L2400. > > I've finally been able to speak with Korff and they advise that there is > no applicable STC as I anticipated but that a European Type Certificate > applies. > > They are happy to sell us that but were uncertain as to whether the > European TC is acceptable to GFA. > > John Viney do you or anyone else on the list know? > > Also, is this our only option for formalising the L2400 installation? We > have the GIX aircraft logbooks with the Korff stamp and entries re the > original installation in The Netherlands but no other relevant paperwork. > > **** > > **** > > *Regards***** > > *Laurie Hoffman***** >
