Bob Turner
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Wouldn't the Dec be the easiest and quickest? Your fuselage is perfect (did they set it up for Grove legs?) and weren't your wings pretty good?
1977 Super Decathlon 8KCAB Rebuild
- Thread starter Bartman
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Explorer
Well-known member
You wouldn't the first to say - "So Many Airplanes - So Little Time" - LOL...
Good Luck with your endeavours.
The Experimental Aircraft Channel had a series on Engines last week. It's worth the watch. AirWorx in AL is a Franklin Eng Specialist. When you look at what they do and their milling equipment. It's pretty impressive.
Has anyone used their services and know their pricing structure?
Good Luck with your endeavours.
The Experimental Aircraft Channel had a series on Engines last week. It's worth the watch. AirWorx in AL is a Franklin Eng Specialist. When you look at what they do and their milling equipment. It's pretty impressive.
Has anyone used their services and know their pricing structure?
the wings are still in Canada! I paid a deposit and then waited to go get them thinking I'd make one trip to Wisconsin for the frame and then pick up the wings on the way home. Nobody knew the border would be closed all year!
Seriously though Bob, if I could decide what to do with this thing my life would be so much easier! I've just always wanted to do a biplane build and the switch flipped in my head. Not sure what to do really, I relisted the project so maybe someone will see the reduced price and come get it. I bought a few parts today so if they get here and the thing is still staring at me in the garage I'll probably just start working on it.
My Barnstormers ad has run its course and though I had many inquiries, nobody stepped up to buy my project. There is one more person in the mix but I've decided to go ahead and just get on with it while I wait for him to make a decision.
First up will be the fuel system and most of the details have been worked out, or so I thought. Went to the hangar today to mount the fuel valve knowing that I'd have to open up the bracket for my old style valve. The valve's in excellent condition and it's looking good after a cleaning this morning but the bracket isn't big enough for the mounting ears of the valve. One option would be to grind the old bracket off and to weld on a new one that is the right size for the old valve. Another option would be to fit the old valve to the new bracket even though the valve doesn't technically fit within the confines of the bracket. Option #3, which I suspect will come to be the most commonly chosen option, is to call ACA and just order the correct valve for three hundred something dollars.
I also have to order a new header tank because the one I bought used is for a 7KCAB/ECA and not an 8KCAB. The difference is the 2nd vent line which is missing from the tank I have. Most everything else is either on hand or in transit to my house.
Here's the valve as it looked as it was being disassembled, it's the brass tapered plug style valve with a single o-ring that seals the valve stem near the top.
Here it is this afternoon after a good cleaning and some metal polish
Here's the bracket that isn't quite big enough to host the old valve. I should have specified when the fuselage was being worked on which valve I intended to use which would have prevented this problem.
Traveling this week so we'll try to get this project moving sometime over the weekend or next week!
First up will be the fuel system and most of the details have been worked out, or so I thought. Went to the hangar today to mount the fuel valve knowing that I'd have to open up the bracket for my old style valve. The valve's in excellent condition and it's looking good after a cleaning this morning but the bracket isn't big enough for the mounting ears of the valve. One option would be to grind the old bracket off and to weld on a new one that is the right size for the old valve. Another option would be to fit the old valve to the new bracket even though the valve doesn't technically fit within the confines of the bracket. Option #3, which I suspect will come to be the most commonly chosen option, is to call ACA and just order the correct valve for three hundred something dollars.
I also have to order a new header tank because the one I bought used is for a 7KCAB/ECA and not an 8KCAB. The difference is the 2nd vent line which is missing from the tank I have. Most everything else is either on hand or in transit to my house.
Here's the valve as it looked as it was being disassembled, it's the brass tapered plug style valve with a single o-ring that seals the valve stem near the top.
Here it is this afternoon after a good cleaning and some metal polish
Here's the bracket that isn't quite big enough to host the old valve. I should have specified when the fuselage was being worked on which valve I intended to use which would have prevented this problem.
Traveling this week so we'll try to get this project moving sometime over the weekend or next week!
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gathering controls and stuff to bring to the paint shop. this is that moment in life when you ask yourself, should I use the kids' college money to build a 150 Decathlon or a 180 hp Super Decathlon? 
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Bob Turner
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A 160 C/S semi-Super Decathlon. Opinion.
Well, I'm not really spending the kids' college savings, so there's that for clarification!
It's looking like this is going to be a full-monty build with everything being geared towards a good-as-new 180hp Super Decathlon build with all of the newest components and the bare minimum of accoutrements for minimum empty weight and max performance.
How I'm going to pay for all of that is anybody's guess but I've got a few months of work ahead that is mostly paid for so it's time to stop futzing around and get some stuff done.
Explorer
Well-known member
It seems it doesn't matter if you boat, motorcycle or fly light/heavy aircraft. Has anyone ever complained about having too much power?
When I got back in, I trained on the RV6 160 Hp and graduated to the RV8 with an MT 3 Blade and IO375 210 Hp. It puts a huge smile on your face.
Now that you've got that resolved. How much do want for the conical engine mount - LOL... PM
When I got back in, I trained on the RV6 160 Hp and graduated to the RV8 with an MT 3 Blade and IO375 210 Hp. It puts a huge smile on your face.
Now that you've got that resolved. How much do want for the conical engine mount - LOL... PM
What opened my eyes a bit was the fact that a 0 SMOH 150 hp engine is only about $5000 less than the 180 hp and I'd guess the added resale potential with the 180hp makes up for the difference.
Bob Turner
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My thought is that the 160 gets 7 1/2 GPH and puts out more power than the 150. Also lighter. I would trade my 180 even if there were an approval. I have flown 160 Citabrias and 160 Cubs, and two 180 Cubs, and I can tell you I like the 160 Cubs a lot better - and the 160 GCAA might be the best Champ ever to roll off an assembly line.
Explorer
Well-known member
Bob,
Where does the added performance come from. The lighter weight of the 160?
"I can tell you I like the 160 Cubs a lot better" Is it simply the sweet spot between performance and fuel consumption?
Thanks.
Where does the added performance come from. The lighter weight of the 160?
"I can tell you I like the 160 Cubs a lot better" Is it simply the sweet spot between performance and fuel consumption?
Thanks.
Yup, that's what I used to have. Great plane. Very good balance of light weight and power.
Bob Turner
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I don't think it is approved on the Decathlon. It would be a nice option. It is standard now on the GCAA.
Hiperbiper
Well-known member
I've never flown ANY aerobatic plane that could use LESS power...including the Decathlon series. Put in the biggest motor that will legally fit under the cowling and make it a performer.
My Hiperbipe has a hot-rodded 200hp IO360 and I could still use more power. I've also learned not to look at the fuel flow gauge when it is at full power...
If you're concerned about fuel usage pull the power back 'till your wallet stops quivering...
JMPO,
Chris
My Hiperbipe has a hot-rodded 200hp IO360 and I could still use more power. I've also learned not to look at the fuel flow gauge when it is at full power...
If you're concerned about fuel usage pull the power back 'till your wallet stops quivering...
JMPO,
Chris
Bob Turner
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I don't do extensive vertical maneuvers. For me the reduction in weight and fuel burn would easily be worth it. I am not one of those guys who can get better gas mileage by going slow. I can assure you that the 160 Cub goes faster at 7 1/2 gph than the 150 at 10 gph. I assume that would track in the Super D.
I had a Decathlon CS with 160 hp piston mods from 2003 to 2008. I have a Super D 180 now.
The 160 could do everything the 180 can do, and it was lighter on the controls and better balanced. The 160 also has about 25 pounds more useful load. Finally, I have seen several nose-over prop strikes in Super D's, and the heavier engine is a factor.
The 160 could do everything the 180 can do, and it was lighter on the controls and better balanced. The 160 also has about 25 pounds more useful load. Finally, I have seen several nose-over prop strikes in Super D's, and the heavier engine is a factor.
A problem I'm having is that I'm not yet ready to give up my Citabria even if it is for a brand new Super Decathlon so the project has to be approached as something that has to have resale value. As it is now, a lot of people asked about it but nobody bought it. IMHO, max appeal will be in the 180HP engine and if I keep it for myself, that's what I'd want. The 1950lb max gross weight solves some of the base Super D issues and I understand the whole lighter-is-better argument but that only applies here if I know I'm definitely keeping it but I don't know that.
Moving right along, went over the rudder pedals today, degreased with 100LL and put each on a piece of 1/2" tubing to make sure the pivot tubes weren't worn out. They were actually very tight on the tube so they're going back on the plane which is great news because new ones are $160 each! I was surprised that the pivot tubes are in such good condition considering how crusty they look on the outside. They'll go to the paint shop with the rest of the controls next week so they'll look extra nice on the plane.
![20210109_134537[1].webp](https://champcitabriadecathlonforums.com/data/attachments/3/3072-3612fac96227327bca1cb2ff67c8a731.jpg?hash=8nyKYHUx7c "20210109_134537[1].webp")
Moving right along, went over the rudder pedals today, degreased with 100LL and put each on a piece of 1/2" tubing to make sure the pivot tubes weren't worn out. They were actually very tight on the tube so they're going back on the plane which is great news because new ones are $160 each! I was surprised that the pivot tubes are in such good condition considering how crusty they look on the outside. They'll go to the paint shop with the rest of the controls next week so they'll look extra nice on the plane.
Hiperbiper
Well-known member
It could be a shadow in your picture but the top pedal in that pile looks like it has a big nick in the inboard pedal mounting boss...
Chris
Chris
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that's a manufacturing flaw. the tabs don't fit the top tube of the pedal very well. The radius on the tab is greater than the radius of the tube so there is that overhang on a few of them. A few of the others also have it. Don't know if current factory rudder pedals still display that detail.
