Today's Message Index:
----------------------
1. 12:51 PM - Re: 601XL project with WW Corvair for sale (JURU8878)
2. 04:45 PM - News from Magnificent Machine (Brady)
3. 05:31 PM - Re: News from Magnificent Machine (leinad)
4. 07:28 PM - Re: IFR Qualifications (MaxNr@aol.com)
5. 07:55 PM - Re: Re: IFR Qualifications (Craig Payne)
6. 09:25 PM - Re: Re: IFR Qualifications (MaxNr@aol.com)
7. 10:17 PM - Re: News from Magnificent Machine (Brady)
8. 11:00 PM - Re: Re: Re: IFR Qualifications (Craig Payne)
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| Subject: | Re: 601XL project with WW Corvair for sale |
engine is sold, $7k takes the airplane project.
v/r,
Jud
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=229826#229826
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| Subject: | News from Magnificent Machine |
For those who might be interested:
We have made some updates to our website and added a few products to the "coming
soon" section.
Check them out at:
www.magnificentmachine.com
MagVair Forged Pistons:
We now have pistons in all sizes in stock and ready to ship.
This is the second run of pistons; we have tightened up the pin to piston tolerances
a little.
Due to an increase in manufacturing costs we are forced to increase the prices
slightly.
However we realize that some may have been waiting for these to return to stock
before placing their order.
As such, we will hold off the price increase for a week or so.
MagVair Forged 4340 Rods:
Our Rods have been on back order for some time now due to a container that was
"set aside for inspection".
The container has been released and I expect the rods here any day now.
Those of you who have patiently been awaiting these will not be disappointed.
MagVair Forged 4340 Crankshafts:
The crankshaft project continues to move forward.
We now have a 3" stroke crankshaft in a case with our rods, pistons and aluminum
cylinders.
This engine is very close to completion and I expect it to run within the next
couple of weeks or so.
We will then proceed with testing.
We recently put a 3.25" crankshaft into a case with a cam and two rods.
When we rotated the crankshaft we were looking for interference between the rods
& the cam lobes.
It was a quick and dirty test to see if it was going to be a big problem or a small
problem.
We did not see any interference with those two rods.
We have not mocked up all of the cylinders yet so we may find some interference
with the other rods.
At this time it looks like there should be no problems.
We will mock up the entire rotating assembly soon as time permits.
Paying customers come first; R&D doesn't pay the bills. :-)
Our next Engine project looks like it will have the 3.125" crankshaft and 92MM
cylinders.
This will net a 3165cc engine.
Thank you,
Brady McCormick
Magnificent Machine LLC
17970 Thompson PL NE
Poulsbo, WA 98370
1-866-606-4152
--------
Brady McCormick
Poulsbo, WA
www.magnificentmachine.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=229879#229879
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| Subject: | Re: News from Magnificent Machine |
Brady,
I'm excited to hear about the products you're developing for the corvair community.
I'll especially be watching your progress with the testing of the aluminum
jugs. I'd love to knock some pounds off my vair engine.
I guess one place where I differ with you and some other corvair builders is the
move toward more displacement, stroke and resulting power output. One thing
that drew me to the corvair as an engine solution is the fact that we normally
down rate them from the 120 HP output in most corvair automobiles to the 100
HP seen in most aero conversions. I gain a great comfort level from the knowledge
that I'm not stressing the engine in rev's or HP. I realize you are also
trying to make improvements in the strength of crank and connecting rods to
offset the added power/stress. I'm not sure these are enough. Suppose your bored
and stroked engine makes 150 HP. Maybe this is over simple, but it seams
like you'd want the strength gains to be 50% better than the original parts.
Lot's of other things are stressed, like the head studs that I assume you'll
being using stock. These are just hypotheticals, the point being I'd like to
hear your thoughts on these issues. Others are flying the 3100 "Big boys" so
you're not the only one to think the engine can take it.
Dan 601xl Dempsey
Brady wrote:
> For those who might be interested:
>
> We have made some updates to our website and added a few products to the "coming
soon" section.
> Check them out at:
> www.magnificentmachine.com
>
> MagVair Forged Pistons:
> We now have pistons in all sizes in stock and ready to ship.
> This is the second run of pistons; we have tightened up the pin to piston tolerances
a little.
> Due to an increase in manufacturing costs we are forced to increase the prices
slightly.
> However we realize that some may have been waiting for these to return to stock
before placing their order.
> As such, we will hold off the price increase for a week or so.
>
> MagVair Forged 4340 Rods:
> Our Rods have been on back order for some time now due to a container that was
"set aside for inspection".
> The container has been released and I expect the rods here any day now.
> Those of you who have patiently been awaiting these will not be disappointed.
>
> MagVair Forged 4340 Crankshafts:
> The crankshaft project continues to move forward.
> We now have a 3" stroke crankshaft in a case with our rods, pistons and aluminum
cylinders.
> This engine is very close to completion and I expect it to run within the next
couple of weeks or so.
> We will then proceed with testing.
>
> We recently put a 3.25" crankshaft into a case with a cam and two rods.
> When we rotated the crankshaft we were looking for interference between the rods
& the cam lobes.
> It was a quick and dirty test to see if it was going to be a big problem or a
small problem.
> We did not see any interference with those two rods.
> We have not mocked up all of the cylinders yet so we may find some interference
with the other rods.
> At this time it looks like there should be no problems.
> We will mock up the entire rotating assembly soon as time permits.
> Paying customers come first; R&D doesn't pay the bills. :-)
>
> Our next Engine project looks like it will have the 3.125" crankshaft and 92MM
cylinders.
> This will net a 3165cc engine.
>
> Thank you,
> Brady McCormick
> Magnificent Machine LLC
> 17970 Thompson PL NE
> Poulsbo, WA 98370
> 1-866-606-4152
--------
Scratch building XL with Corvair Engine
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=229889#229889
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| Subject: | Re: IFR Qualifications |
Hi Rich,
The short answer is the equipment in FAR 91:205 & heated pitot. Placard the
strobes "Off when in clouds." A VOR/LOC receiver, transponder and a VHF Com
should get you started. Got required publications? An approach certified GPS
instead of a VOR/LOC will not give you much more of an edge and will run up the
costs. Nice to have though. This is the least for a IFR to VFR departure into
clearing conditions.
While flight planning, the first thing that you need is a good alternate.
Alternates with only GPS approaches are slowly being approved. Many are not. Real
world, hardly anyone actually goes to their filed alternate.
The most likely scenario is the VFR to IFR arrival. For several good reasons,
I use "pop up" clearances many times. I have been asked to designate an
alternate destination in flight only once. Once on the ground, no one will ask
about your heated pitot or the amount of fuel remaining. Everyone will just be
glad to see you.
I would go with the old six pack steam gauges. I have never, ever seen more
than one instrument fail at any time. On the other hand, the EFIS available to
aircraft the size of the 601 usually have but one display powered by one buss.
Single point of failure. The glass cockpits that I am familiar with have
three displays for each pilot with many reversion modes and powered by two busses.
Not to mention the three standby steam gauge instruments. Not available with
a single EFIS.
I did quite well with my old Beech with only VOR/LOC. ATC can ID marker
beacons, etc for you if you ask. I even filed legally into my "Home Drome" with
only its one published GPS procedure. I had only a hand held GPS. The minimum
vectoring altitude there is 1700' and the ceilings must be reported/forcast
higher. Its in Class C and there is an ILS 12 miles away. I don't know your
experience level and urge caution.
Bob Dingley
601XL/Lyc (Holding at the wings)
Do not archive
**************
The year's hottest artists on the red carpet at the Grammy
Awards. AOL Music takes you there.
(http://music.aol.com/grammys?ncid=emlcntusmusi00000002)
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| Subject: | Re: IFR Qualifications |
There is plenty of room in a 601's panel for two EFIS and at least two
manufacturers (Dynon and MGL) support dedicated back-up batteries for their
units. Complete redundancy at a reasonable price is quite doable. Pictures
of example panels attached.
-- Craig
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of MaxNr@aol.com
Sent: Wednesday, February 11, 2009 8:26 PM
Subject: Zenith-List: Re: IFR Qualifications
Hi Rich,
The short answer is the equipment in FAR 91:205 & heated pitot. Placard the
strobes "Off when in clouds." A VOR/LOC receiver, transponder and a VHF Com
should get you started. Got required publications? An approach certified GPS
instead of a VOR/LOC will not give you much more of an edge and will run up
the costs. Nice to have though. This is the least for a IFR to VFR departure
into clearing conditions.
While flight planning, the first thing that you need is a good alternate.
Alternates with only GPS approaches are slowly being approved. Many are not.
Real world, hardly anyone actually goes to their filed alternate.
The most likely scenario is the VFR to IFR arrival. For several good
reasons, I use "pop up" clearances many times. I have been asked to
designate an alternate destination in flight only once. Once on the ground,
no one will ask about your heated pitot or the amount of fuel remaining.
Everyone will just be glad to see you.
I would go with the old six pack steam gauges. I have never, ever seen more
than one instrument fail at any time. On the other hand, the EFIS available
to aircraft the size of the 601 usually have but one display powered by one
buss. Single point of failure. The glass cockpits that I am familiar with
have three displays for each pilot with many reversion modes and powered by
two busses. Not to mention the three standby steam gauge instruments. Not
available with a single EFIS.
I did quite well with my old Beech with only VOR/LOC. ATC can ID marker
beacons, etc for you if you ask. I even filed legally into my "Home Drome"
with only its one published GPS procedure. I had only a hand held GPS. The
minimum vectoring altitude there is 1700' and the ceilings must be
reported/forcast higher. Its in Class C and there is an ILS 12 miles away. I
don't know your experience level and urge caution.
Bob Dingley
601XL/Lyc (Holding at the wings)
Do not archive
**************
The year's hottest artists on the red carpet at the Grammy Awards. AOL Music
takes you there. (http://music.aol.com/grammys?ncid=emlcntusmusi00000002)
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| Subject: | Re: RE: Re: IFR Qualifications |
I read the question as:"What is the minimum equipment?" The price tag for
dual Dynon or MGL = how much? BTW, have you ever experienced a display going
black like they sometime do in the multi million dollar aircraft with plenty of
electrical power available?
Bob
**************
The year's hottest artists on the red carpet at the Grammy
Awards. AOL Music takes you there.
(http://music.aol.com/grammys?ncid=emlcntusmusi00000002)
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| Subject: | Re: News from Magnificent Machine |
Dan,
If the aluminum Cylinders prove to be a viable option,(and I think they will) they
are 3 pounds per cylinder lighter than the stock ones. That's 18 pounds off
you engine. And it's not necessary to stroke or overbore the engine to accomplish
this.
The Stock Corvair engines that most people are converting to aircraft engines were
only rated at 110 HP in the automotive application. I would be very surprised
to see a stock Corvair actually produce the "advertised" HP.
That being said the Turbo Sypder was advertised to put out 180 HP. This engine
used the same Con Rods, the same cases, the same head studs, the same valve train,
the same cam gear, etc. the only difference between that engine and the 110's
is the crankshaft came Nitrided from the factory, and they used a lower compression
heads to accommodate the boost, and the combustion chambers were shaped
differently.
Essentially it was the same engine.
The Aircraft community is by no means on the cutting edge of Corvair development.
The race car guys have been pushing this engine to its ragged edge for some
years now. I know of one Corvair (Sand-Dragster) that is putting out some where
near 750 HP on Nitro Methane & 40 - 45 pounds of boost.
When the Dragsters owner told me this I just laughed at him.
I thought he was crazy and was trying to BS me.
Boy was I surprised!
Obviously this guy has broken some engines & granted it's a Dragster.
Here's a picture of it.
My point is that none of our engines are even going to come close to half that.
Especially because we can only turn them up to about 3500 rpm before the prop
tips go mach.
So reaching the engines structural limits with less than 200 HP at less than 4000
RPM is not some thing I am overly concerned about.
Sure freak things can happen.
The Original Crankshaft was constructed of 5140 chrome-moly steel.
5140 has an ultimate strength of 86,000 PSI.
4340 has an ultimate strength of 163,000 PSI.
So our new crankshaft is more than 50% stronger.
I don't know what the stack Corvair rods are made of but I bet it's not even a
chrome-moly, probably just mild steel, I could be wrong but regardless our new
rods are 4340.
On any engine that requires boring out the case for the cylinders I plan to remove
and replace all the studs anyway. I must remove them to bore the case out
and there is no point in putting old studs back in. I'm not out to save money
at the cost of safety or reliability. Many people are afraid to mess with the
studs but I have years of experience removing broken and stubborn studs.
I think that covered all your questions?
Sorry if I ramble don too much but I wanted to give you as many details as possible.
:)
--------
Brady McCormick
Poulsbo, WA
www.magnificentmachine.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=229928#229928
Attachments:
http://forums.matronics.com//files/other_dragster_pics_013_834.jpg
http://forums.matronics.com//files/dangerzone_1_419.jpg
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| Subject: | Re: RE: Re: IFR Qualifications |
The 5.7 inch (diagonal) MGL unit ("Enigma") is $2,350. But it is also an HSI
display for your NAV radio, a moving map GPS and the engine monitor (and
autopilot if you wish). You still need the magnetic and gyro sensors ($240
and $950, respectively) but they can be shared if you don't want complete
redundancy. And the box that mounts FWF to read engine sensors is $195. But
for a completely redundant system the price is
2 Enigma $4700
2 sensors packages $1190
1 engine pod $195
TOTAL $6085
So what's the price of a 6 pack of steam gauges (good quality, not Chinese
imports), a good compass, a moving map GPS and engine instruments? Now
compare the relative reliability of the two: both the reliability of the
individual components and the overall reliability of the system. How much
does the system degrade when a component fails? With the 6 pack loose a
gauge and you are left inferring the lost data from the remaining
instruments. Loose one of two EFIS and you have the same information.
Also place a value on increased situational awareness. Things like "highway
in the sky", fuel flow, the direct display of density altitude, wind
direction, AOA, voice alarms when engine measurements go out of spec, etc.
Of course I understand the downside of losing one EFIS. That's why my
original response described dual units. For maximum reliability buy two
different brands of EFIS - that insulates you from seeing the same bug on
both displays.
-- Craig
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of MaxNr@aol.com
Sent: Wednesday, February 11, 2009 10:24 PM
Subject: Zenith-List: RE: Re: IFR Qualifications
I read the question as:"What is the minimum equipment?" The price tag for
dual Dynon or MGL = how much? BTW, have you ever experienced a display going
black like they sometime do in the multi million dollar aircraft with plenty
of electrical power available?
Bob
**************
The year's hottest artists on the red carpet at the Grammy Awards. AOL Music
takes you there. (http://music.aol.com/grammys?ncid=emlcntusmusi00000002)
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