Today's Message Index:
----------------------
1. 03:28 AM - [!! SPAM] Re: Possible engine alternative (jimd)
2. 04:34 AM - Re: Alternate engines (Jeff Boatright)
3. 06:05 AM - Re: [!! SPAM] Re: Possible engine alternative (Michael Silvius)
4. 09:34 AM - Re: Alternate engines (Office 2004 Test Drive User)
5. 10:02 AM - Homebrew Injection (Michael Fisher)
6. 10:58 AM - Re: [!! SPAM] Re: Possible engine alternative (Gene & Tammy)
7. 03:05 PM - Re: Sport Aviation Magazine (Dale Johnson)
8. 05:15 PM - Re: [!! SPAM] Re: Possible engine alternative (Jeff Boatright)
9. 05:34 PM - Re: Any Piet projects in/around Denver? (Rick Holland)
10. 05:48 PM - Speaking of Piet projects in the Denver area.. (MikeD)
11. 10:12 PM - Another engine choice (KMHeide, BA, CPO, FAAOP)
12. 10:16 PM - more engine selections (KMHeide, BA, CPO, FAAOP)
Message 1
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Subject: | Re: [!! SPAM] Re: Possible engine alternative |
There are deals everywhere in unfinished projects, as there are so many of them.
EAA says stuff like for every 100 plans sold, ten projects are started and one
completed on average. Over time that adds up to a lot of projects. (Not sure
those numbers really work out.. like if there are thousands of RV's flying,
there would be 100's of thousands of plans out there.. probably not.) [Rolling
Eyes]
There was an add in barnstormers for a BD-4 without FWF, a woody pusher with new
engine needing to be covered, a dissassembled A-65 and misc junk for 6k. That
kind of thing could keep someone busy for a long time, or in my case probably
make me a bachelor again...
Seems like there are quite a few low cost low power engines around. (Rotax's, Lyc
0-145's, even some A-65's). The corvair makes a nice low cost 100-110hp engine.
But seems like the more popular plane designs now are all needing 150-200hp
engines, and I am not aware of any great deal engines in that range. Years
ago there were 0-290G, and other GPU's around that were being converted, but think
that happens a lot less now.
Jim
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=162016#162016
Message 2
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Subject: | Re: Alternate engines |
If ya gotta ask...
>I wasn't sure of the price...they have never answered my emails.
>
>Max
>
>
>On 2/1/08 6:27 PM, "Pietsrneat@aol.com" <Pietsrneat@aol.com> wrote:
>
>Max,
> I have been looking at the Donovan engine for quite some time.
>But, the price!
>Ron
>
>In a message dated 2/1/2008 5:34:37 P.M. Eastern Standard Time,
>MaxHegler@msn.com writes:
>
>Has anyone looked into this engine? Model "A" replacement...
>
><http://www.donovanengineering.com/Blocks/ModelDBlock.html>http://www.donovanengineering.com/Blocks/ModelDBlock.html
>
>Max
>
--
---
Jeffrey H. Boatright, Ph.D.
Associate Professor of Ophthalmology
Emory University School of Medicine
Editor-in-Chief
Molecular Vision
Message 3
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Subject: | Re: [!! SPAM] Re: Possible engine alternative |
Jim:
Mazda 13B rotary form the RX7 is a litle bit unconventinal but by now a
proven recipe.
http://www.rotaryaviation.com/
150 to 180 hp without even breathing hard and no valves to burn out.
short block from aftermarket remanufacturers runs about 2500$ and the
redrive 3000$.
You can do even beter if you do your own rebuild.
I am working on one for my Falconar.
Michael Silvius
----- Original Message -----
From: "jimd" <jlducey@hotmail.com>
>
> . But seems like the more popular plane designs now are all needing
150-200hp engines, and I am not aware of any great deal engines in that
range.
Message 4
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Subject: | Re: Alternate engines |
Story of my life...sigh...
On 2/2/08 6:31 AM, "Jeff Boatright" <jboatri@emory.edu> wrote:
> If ya gotta ask...
>
>> I wasn't sure of the price...they have never answered my emails.
>>
>> Max
>>
>>
>> On 2/1/08 6:27 PM, "Pietsrneat@aol.com" <Pietsrneat@aol.com> wrote:
>>> Max,
>>> I have been looking at the Donovan engine for quite some time. But, the
>>> price!
>>> Ron
>>>
>>> In a message dated 2/1/2008 5:34:37 P.M. Eastern Standard Time,
>>> MaxHegler@msn.com writes:
>>>> Has anyone looked into this engine? Model "A" replacement...
>>>>
>>>> http://www.donovanengineering.com/Blocks/ModelDBlock.html
>>>> Max
>
Sent using the Microsoft Entourage 2004 for Mac Test Drive.
Message 5
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Subject: | Homebrew Injection |
From: Jeff Boatright
Subject: Re: Pietenpol-List: Steep Approaches, Homebrew Injection
Got any more details on that injection system? Sounds intriguing.
Hi alternate engine aficionados,
The injection system is only a concept at this point. Throttle body injection
or carburetor results in wet manifold. Intake port, multi-point injection keeps
the manifold dry. --- Huge difference in Cyl. to Cyl. charge balance and icing
resistance -- greatly favors dry manifold. There is no need for sequential
port injection at power settings much above an idle. Many have adapted a carburetor
to engines designed for injection. This works better on systems that
were originally throttle body. I will be working on the 1.9L inverted Ford
constant-flow, multi-point system whenever I get the dry sump oiling system operational.
Mike Fisher
Message 6
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Subject: | Re: [!! SPAM] Re: Possible engine alternative |
For what it's worth.
One of sthe cheapest ways to power a Pietenpol with a reliable engine is to
buy a midtime A 65. You can find them for between $2000 and $3500.
Gene
----- Original Message -----
From: "jimd" <jlducey@hotmail.com>
Sent: Saturday, February 02, 2008 5:25 AM
Subject: Pietenpol-List: [!! SPAM] Re: Possible engine alternative
>
> There are deals everywhere in unfinished projects, as there are so many of
> them. EAA says stuff like for every 100 plans sold, ten projects are
> started and one completed on average. Over time that adds up to a lot of
> projects. (Not sure those numbers really work out.. like if there are
> thousands of RV's flying, there would be 100's of thousands of plans out
> there.. probably not.) [Rolling Eyes]
>
> There was an add in barnstormers for a BD-4 without FWF, a woody pusher
> with new engine needing to be covered, a dissassembled A-65 and misc junk
> for 6k. That kind of thing could keep someone busy for a long time, or in
> my case probably make me a bachelor again...
>
> Seems like there are quite a few low cost low power engines around.
> (Rotax's, Lyc 0-145's, even some A-65's). The corvair makes a nice low
> cost 100-110hp engine. But seems like the more popular plane designs now
> are all needing 150-200hp engines, and I am not aware of any great deal
> engines in that range. Years ago there were 0-290G, and other GPU's around
> that were being converted, but think that happens a lot less now.
>
> Jim
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=162016#162016
>
>
> --
> 1:50 PM
>
>
Message 7
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Subject: | Re: Sport Aviation Magazine |
Dick
Nice pictures Nice write up . Way to go .
Dale
> [Original Message]
> From: Dick Navratil <horzpool@goldengate.net>
> To: <pietenpol-list@matronics.com>
> Date: 1/31/2008 9:30:17 PM
> Subject: Re: Pietenpol-List: Sport Aviation Magazine
>
<horzpool@goldengate.net>
>
> Dan
> My copy hasnt arrived yet. I'm anxiously wating.
> Thanks
> Dick N.
> ----- Original Message -----
> From: "dwilson" <marwilson@charter.net>
> To: <pietenpol-list@matronics.com>
> Sent: Wednesday, January 30, 2008 9:26 PM
> Subject: Pietenpol-List: Sport Aviation Magazine
>
>
> >
> > Wow! Have you seen who is on the front cover of Sport Aviation ? Way
to
> > go Richard. That's a great picture!
> >
> > Dan
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=161489#161489
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 8
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Subject: | Re: [!! SPAM] Re: Possible engine alternative |
In my limited experience, the critical number with the A65 is oil
pressure after at least 30 min of flight. Is it steady and is it
above 25 psi? I think that the A65 is the best value out there IF it
can hold pressure. A lot don't any more.
Of course, if you only fly 20 min at dusk (about my speed), who cares? :)
>
>For what it's worth.
>One of sthe cheapest ways to power a Pietenpol with a reliable
>engine is to buy a midtime A 65. You can find them for between
>$2000 and $3500.
Gene
--
---
Jeffrey H. Boatright, Ph.D.
Associate Professor of Ophthalmology
Emory University School of Medicine
Editor-in-Chief
Molecular Vision
Message 9
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Subject: | Re: Any Piet projects in/around Denver? |
Especially breathtaking today Barry, with this wind the chill factor is a
bit below zero. Temperatures I know you Georgia boys can't relate to. But
the garage is warm enough for Jim and I to spend some time checking out my
Piet project with a few beers.
Rick
do not archive
On Jan 30, 2008 8:37 AM, Barry Davis <bed@mindspring.com> wrote:
> Gotta check out Rick Holland's Piet down in Castle Rock (you'll figure
> out why they call it Castle Rock when you get there) . I visited Rick a
> couple of years ago and had a great time. Rick's home is in the middle of
> some beautiful country. The view from the front porch is almost
> breathtaking. I bet with all this cold weather, it really is breathtaking.
> Barry Davis
> Big Piet Builder
>
> ----- Original Message -----
> *From:* Jim Markle <jim_markle@mindspring.com>
> *To:* pietenpol-list@matronics.com
> *Sent:* Tuesday, January 29, 2008 3:42 PM
> *Subject:* Pietenpol-List: Any Piet projects in/around Denver?
>
> I have a 2 week trip to Denver coming up......
>
> If there's anyone in the area, please contact me offlist and let's get
> together!
>
> Jim Markle
> Pryor, OK
>
> *
>
> href="http://www.matronics.com/Navigator?Pietenpol-List">http://www.matronics.com/Navigator?Pietenpol-List
> href="http://forums.matronics.com">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/c*
>
> *
>
> *
>
>
--
Rick Holland
ObjectAge Ltd.
Castle Rock, Colorado
Message 10
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Subject: | Speaking of Piet projects in the Denver area.. |
I just bought a nrealy complete Piet project from a fellow in the Denver area.
On that Piet is a zero-time Corvair conversion (fan cooled not WW), prop, engine
mount, and a cowl pulled from BHP's own Corvair mold as we are told by the
builder.
We are planning to fit a Continental A-75 we already own to this Piet, therefore
we will be putting everything firewall forward up for grabs in the near future..
once we make up the ad and post it.
If anyone is interested, PM me and we'll talk. We are planning a trip there to
pick up the aircraft in April, between now and then it is sitting there for a
look-see if anyone is halfway serious about it. The engine will run as it sits
now, battery state of charge not withstanding. If the work behind the firewall
is indiciative of the work in front of it, these are good parts. I have not
been there in person yet, this transaction was conducted via the photo ad, extra
photos, and talking to everyone involved plus an independent mechanic who
has inspected the aircraft.
Cheers,
Mike
--------
Piet-builder-who-hopes-to-be-flying-next-summer
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=162110#162110
Message 11
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Subject: | Another engine choice |
Hexadyne Hexatron two cylinder 60 horsepower 4 stroke aircraft engine
Looking for an engine to power your Kitfox, Pietenpol or similar light
aircraft? The people at Hexadyne Aviation think they have just the answer
for you. The Hexadyne P60 is a new, clean-sheet design that is just coming to
market, and the manufacturer is based here in Salt Lake City. Hexadyne is a
division of Hexatron Engineering Company, Inc., an aerospace engineering and
manufacturing firm that has been in operation since 1983. Hexatron builds FAA
certified folding crew seats for commercial airliners, as well as replacement
hub and brake components for C-130 and F-16 aircraft that are supplied to Hill
Air Force base maintenance facilities.
Cy Williams, President and Chief Engineer of Hexadyne, recently gave Shane Rosanova
and myself a tour of the 12,000 sq. ft. manufacturing plant on North Redwood
Rd. Cy explained that Hexatron originally got involved in experimental aviation
when they became distributors for the now-defunct Merlin aircraft line
five years ago. Cy soon realized that what was really needed was a high-quality,
reliable and lightweight four stroke engine in the 60 horsepower range.
That realization was the genesis of a three-year, million-dollar research and
development effort that has resulted in the design of the Hexadyne P60. The P60
is a horizontally opposed, four-stroke, four valve per cylinder, aircooled,
two cylinder engine that displaces 800 ccs and produces 60 horsepower at 5750
RPM. The cylinder heads have been designed with extra emphasis on cooling, with
plenty of fin area and large air passages through the center of the head.
The cylinders are directly across from each other,
a design feature to reduce the rocking vibration that results when cylinders are
offset. Hexadyne was able to do this by using one connecting rod for one cylinder
and two smaller rods on their own crank journals for the other side cylinder.
The crankshaft, a beefy steel forging, rides in a vertically-split, two
piece aluminum crankcase that incorporates the cylinders. A Nikasil liner in
each cylinder provides the wear surface for the forged aluminum pistons to ride
in. Lubrication is provided by a two-stage dry sump oil system. Camshafts
and oil pumps are gear-driven off the rear of the crankshaft, where the integral
45-amp alternator is mounted. The dual throttle body fuel injection and ignition
are scheduled by an engine management computer, which provides single lever
power management. The front of the engine contains an integral 2.5 to 1
spur-gear reduction gearbox, with thrust bearings that can handle tractor or pusher
propeller thrust loads. The engine redline is
5750 RPM, which gives 2300 RPM at the prop. Engine mounting is handled by a rear,
four point dyna-focal ring. After pointing out the design features of the
engine, Cy introduced us over to one of his engine techs, named (appropriately
enough!) Curtiss Wright. Curtiss led us to the back of the shop, where a P60
was mounted on a test stand. He started it up, and did runs up and down the
engine RPM range, with the three-blade Warp Drive propeller creating quite a breeze.
This particular engine had already amassed more than 800 hours of running
time, and Cy said they expect an initial TBO of 1000 hours. The engine is expected
to be available by this summer, and Hexadyne already has deposits on 25
engines. Aircraft Spruce and Specialty will be carrying it in their next catalog.
The engines will each get a two hour test stand run before being shipped,
and will be supplied with an installation, maintenance and overhaul manual.
The engine will be warranted for two years
against defective parts. Initial target price is $8,800 dollars. Compact size,
light-weight (98 lbs), four stroke reliability and high quality together in one
package make the Hexadyne P60 an attractive option for light aircraft builders.
Hexadyne Aviation might just have the next big little engine right here in
Salt Lake! The Hexadyne 2-cylinder engine and prop make a compact firewall-forward
package. They are being marketed for ultralights and light aircraft that
will fit under the new sport pilot FAR category.
Courtesy of http://www.eaa23.org/News/nl-may01.pdf
Kenneth M. Heide, BA, CPO, FAAOP
---------------------------------
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Message 12
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Subject: | more engine selections |
Cyclone 375 Aeromotor
Why consider the Cyclone 375 over a two-stroke?
Improved reliability of a four-stroke
Higher torque and smoother power
Less engine vibration and related fatigue
Longer intervals between TBO
Reduced noise and pollution
Mechanical fuel pump w/electric backup
Easily available and low cost parts
Checklist of features:
50 Amp alternator
Lightweight starter w/ built-in solenoid
Cog-tooth belt reduction drive, made of aluminum castings
Built in Continental cones on re-drive for mounting to firewall
Thrust load is carried directly to firewall from re-drive, (no stress on block
Light weight-full block is only 78lbs
Re-drive is only 22lbs
Improved fuel economy-1.5 to 2 g/h
Authentic sound for light warbird replicas
Low frontal area
Why not modify the engine to get 100hp?
The basic engine is a Suzuki 4-stroke, 3-cylinder, of 993 cubic centimeters in
displacement. The reduction drive is made of aluminum castings and is precision
machined.
The engine is not altered from stock condition. The intake ports are slightly widened
to match the triple carb setup.
The idea behind this approach is that the engine is stock and can be expected to
have the same reliability and longevity as it enjoys in the car.
If we started changing valve timing and lift, crank and pistons, rods, etc.., you
would wind up with a 100HP monster that would run at full throttle for a short
time and then blow up. It would also run very rough at low speeds and have
a torque curve like a two-stroke. If that is the kind of performance you're looking
for, there are many good two-strokes(and over-engineered four-strokes)
on the market that can provide it.
Dyno testing was accomplished with a SeeRay computerized water-brake. The tests
were done with the engine in a basic configuration. We expect that with further
development and fine tuning some more improvements will be achieved.
---------------------------------
Here is a front view of the re-drive and mount on my P-40
The carburetors are tried and true constant velocity type, which are excellent
for fuel economy and air/fuel mixture under different conditions.
Click here to see comparison charts between the Rotax 582, 618, and the Cyclone
375, for Horsepower and Torque.
Reliability :
These engines have been running in hundreds of thousands of cars for the last 12
years with great results.
I may do an information booklet on how to make one yourself as time allows, I'd
like to wait untill mine is flying first, to iron out the bugs.
Your best bet is Raven ReDrives Inc. they have packages ready to go and lots of
airtime.
Raven ReDrives Inc website
Paul Kane is a licensed auto mechanic, a trained computer technician, was the P-40
Squadron Leader for the Replica Fighters Association for several years, and
has been building airplanes for the last ten years
E-mail: lkane@interlog.com
Kenneth M. Heide, BA, CPO, FAAOP
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