Oct 27, 2023     Auto Entry: Oct 27,2023 - (0.5 hour)       Category: Auto Entry

  Oct 24, 2023     Catto Props: How They're Built Category: Research

  Oct 21, 2023     Wheel Mod Pt.2 - (0.8 hour)       Category: Landing Gear

  Oct 21, 2023     Inlet Position Category: Research

"The position of the stagnation point varies some with angle of attack and sideslip angle, but for typical piston-engine cowlings the stagnation point is at, or slightly below, the most forward part of the front face of the cowl. This is where the cooling air inlets should be placed for best performance.

There is also a region of high local air pressure just below the spinner, and this is a good location for an induction air inlet or an oil cooler inlet."

https://www.kitplanes.com/cooling-inlets-part-2/

  Oct 20, 2023     1/2" Carbide Burr for Wheels       Category: Tools

Plan is to use this to extend the slot in the wheel rim half to better fit the inner tube valve stem.

  Oct 20, 2023     Wheel Mod Pt.1 - (1.0 hour)       Category: Landing Gear

  Oct 19, 2023     "Free Plans" Category: Research

http://www.quickheads.com/index.php?option=com_content&view=article&id=815:free-plans&catid=44&Itemid=814
======
Below is a collection of FREE PLANS collected from around the internet. Some of them are incomplete and poor quality, and should be used for information only. But hey, you get what you PAY FOR!

Q1 PLANS PDF (5MB)
Q2 PLANS PDF (6MB)
Q200 PLANS SECTION II (3MB)
LS1 CANARD INSTRUCTIONS TIF (770 KB)
Q2 BELLY BOARD PDF (206 KB)
DUAL SIDE STICK CONTROL SYSTEM
Q2 POH PDF (3.2 MB)
Q2 FRONT HINGED CANOPY PDF (157 KB)
Q2PC19 HYDRAULIC BRAKES PDF (915 KB)
Q2 REFLEXOR PDF (311 KB)
ONLINE QUICKIE Q-1 PLANS
ONLINE Q-2/Q-200 PLANS
QUICKIE PARTS LIST XLS (58 KB)
QuickieSource.com
Q1 PLANS CHANGES ONLINE

  Oct 14, 2023     Engine Theory: Engine Cooling Category: Research

Capable of 1.04 hp/cu. in., the 3350 cylinder has very thin corrugated sheet aluminum stuffed between the usual cast cooling fins to increase surface area. By contrast, a 180-hp O-360 Lycoming makes about 0.50 hp/cu. in. and doesn't come close in sophistication or ability to shed waste heat as the old radials.

https://www.kitplanes.com/engine-theory-engine-cooling-avoiding-meltdown/

  Oct 13, 2023     Vortex Generators for Cooling Category: Research

The design rules for counterrotating VGs are generally accepted to be:

• h = 0.95 * boundary layer height
• D = 10 * h (Distance between set of VGs)
• d = D / 4 (Center distance between a pair of VGs)
• l = 2.5 * h

Thus I designed the VGs for cooling to be:

• h = 2 inches
• l = 5 inches
• D = 20 inches
• d = 5 inches

===============

Once the templates are in position, it's simply a matter of roughening the paint at each VG location with a Scotchbrite pad (or a chisel in the case of the 310's wing-walkarea), and then gluing the VG tab in place using the provided two-part adhesive (Loctite 330).

Here's where proper placement of VGs is critical, Jay chimed in. If they're placed too far forward, they'll hasten the transition from laminar to turbulent flow and therefore increase drag. On the other hand, if they're placed too far aft, their effectiveness will be compromised. The trick is to mount the VGs right at the boundary layer's transition zone from laminar to turbulent flow.

How about icing, I asked? Won't the VGs pick up ice?

Not unless they're tall enough to poke up through the boundary layer, Bob replied.That's one reason why the VGs are sized to a height of about 80% of the boundary layer thickness. The VGs have been tested extensively in icing conditions during FAA certification, and do not pick up ice except possibly when flying in freezing rain or supercooled drizzle drops – conditions in which no portion of the airframe is completely immune from icing.

[1] https://www.kitplanes.com/vortex-generators-for-cooling/
[2] http://ntrs.nasa.gov/search.jsp?R=19930081705
[3] http://www.avweb.com/news/reviews/182564-1.html

  Oct 12, 2023     Wheel Work - (0.8 hour)       Category: Landing Gear

Discovered that adding washers between the wheel and brake mount fixed the clamping/interference issue since receipt that caused the brake rotor not to run true.

Found that the right wheel caliper had 3 extra half height washers under half the mounting bolts for some reason. Removing them allowed the caliper to run true.

Considering purchase of a 1/2 inch | 12.7 mm burr to extend the tube stem half hole into a slot. The new Azusalite wheels have a wheel half with no hole and another half with a slot, presumably to accommodate the newer inner tubes with offset stems and correct the stem/tire pinching issue plaguing Quickies: https://q-list.groups.io/g/main/topic/brake_noise_flat_tire/98915131

  Oct 11, 2023     Local Inner Tube #2       Category: Landing Gear

  Oct 09, 2023     Original+Replacement Cheng Shin+Local #1 Tube Comparison       Category: Landing Gear

  Oct 07, 2023     Bowlus Maxi Gap Seal Tape Category: Research

  Oct 06, 2023     Cooling Inlets       Category: Research

https://www.kitplanes.com/cooling-inlets/

Assuming 64 HP x 0.35 in2 per HP = 22.4 in2 cooling area
22.4 in2 / 2 Inlets = 11.2 in2
For circular Inlets, A = pi*r2, r = 1.888 in
D = 2r = 3.776 in | 96 mm

  Oct 03, 2023     TERA PUMP TRFA01-XL | Utility Jug Battery Powered Fuel Transfer Pump       Category: Research

  Oct 02, 2023     Local Inner Tube #1 - (0.2 hour)       Category: Landing Gear

Attempted using a local tube with no success. The inner diameter was a bit too large, the sidewall was a bit too short, and the stem wasn't quite at 90 degrees and rubbed the wheel. Ultimately the base of the stem "sucked" into the wheel, just like the current Cheng Shin tube I am trying to correct.

https://www.tractorsupply.com/tsc/product/traveller-lawn-and-garden-inner-tube-410-350-5-410x500-5-with-tr-87-valve-stem

  Sep 26, 2023     Logging vs. Being PIC Category: Research

  Sep 26, 2023     ARP Ultra-Torque Fastener Assembly Lubricant Category: Research

  Sep 13, 2023     Tire Change - (0.8 hour)       Category: Landing Gear

Reassembled one of the wheels with a new tire and tube. The new tube appears to have an offset stem while the wheel has the stem opening at the split line; will need to confirm this tube is correct.There is also a variation in the axle and spacer lengths on the left and right sides.

  Aug 26, 2023     Tire Change - (0.7 hour)       Category: Landing Gear

Found the other main I intended to change from who knows how many years ago and the tires+tubes. Removed brake mount from right main and located a main wheel I had refurbished earlier with new bearings.

  Aug 24, 2023     Throttle+Mixture Control Holes - (0.1 hour)       Category: Instrument Panel

Subpanel is fiberglass over a foam core.

  Aug 17, 2023     Removed Right Main Brake Mount - (0.3 hour)       Category: Landing Gear

Removed Hiatt/Coughlin brake mount installed by prior builder [1]. Will make an adapter plate to pick up the existing mounting holes while using the new Coughlin/Hoskins mounts I made [2].

References:
[1] https://q-list.groups.io/g/main/album?id=236688

[2] https://q-list.groups.io/g/main/album?id=256440

  Aug 15, 2023     Removed Flat Tire - (0.3 hour)       Category: Landing Gear

Separated wheel and removed tube+tire. Tube (dated 1989) had a leak at the seam that had opened up.

  Aug 11, 2023     HVX Magazine Article - (0.1 hour) Category: Research

"The HVX Volkwagen Aero Engine" by Mike Shave
Recreational Flyer magazine
November - December 2014

https://www.raa.ca/magazine_pdf/Nov-Dec-14%20proof%20REV.pdf

  Aug 10, 2023     Restarting Engine Work - (0.5 hour) Category: Workshop

Unpacked engine parts from QBA Spring Fling 2022.

  Jul 27, 2023     R-2100 Dyno Sheet - (0.1 hour)       Category: Engine

!!! - Specs circa April 2004, so cam and compression ratio do *not* match the QAC as-delivered engines - !!!

Found on archive.org:

https://web.archive.org/web/20030422080238/http://www.revmasteraviation.com:80/products/r2100_engine/r_2100_curve_spec_sheet.htm

==========================
R-2100 SPECIFICATIONS

Model R-2100, aircraft engine, wet sump
Dry Weight - 165 lbs
Bore: 92mm
Stroke: 78mm
Compression Ratio: 8:1
Camshaft lift @ valve: .394, Duration 274 degrees
Ignition: Dual CDI, Advance 25 degrees max
Spark Plugs: Bosch platinum 14mm (8)
Carburetion: Single RevFlow 34mm
Fuel: 100LL
Oil: 20/50
Exhaust: four into one
BSFC: .49 lbs/hp hour

  Jul 12, 2023     Removed Flat Tire - (0.3 hour) Category: Landing Gear

Dropped the right main wheel assembly.

  Jul 02, 2023     QAC Fuel Component Weights       Category: Auto Entry

  Jun 23, 2023     Auto Entry: Jun 23,2023       Category: Auto Entry

  Jun 19, 2023     Fuel System Audit - (2.5 hours)       Category: Fuel System

1) Removed jammed fuel shutoff valve and extension handle.
2) Removed hand operated "squeeze bulb" backup fuel pump (deteriorated original equipment; inaccessible to pilot).
3) Removed glass fuel filter (Builder Tip; know catastrophic failures).
4) Removed expired rubber fuel hoses.
5) Cleaned and reinstalled cabin heat selector valve (black box at lower left of firewall in picture #1; cable attachment interferes with firewall wiring harness bulkhead; solution needed).

  Jun 08, 2023     Spring Cleaning - (1.0 hour)       Category: Workshop

Since the airplane is stored in an enclosed but non-conditioned hangar, spring cleaning also extends to the airplane. I ran a vacuum with a horse hair brush across all of the surfaces to remove a year's worth of accumulated dust and dirt. More importantly, our hanger seems to shed sticky goo from the ceiling which inevitably lands on my airplane. I'm sure it's a roof sealant of some kind but it sure is annoying!

  Apr 23, 2023     Filter Replacement - (0.5 hour)       Category: Workshop

After 17 months of dutiful service, it was long past due to change the workshop air filters. I had to make do with a larger size than I wanted to get the charcoal filter, a necessity sharing a room with a litter box. Supposedly MERV 11, to boot. We'll see if it makes a worthwhile difference.

https://www.ruralking.com/catalog/product/view/id/186192

  Mar 13, 2023     Heat Wrap - (0.1 hour)       Category: Research

  Mar 06, 2023     Case Half Pin - (2.1 hours)       Category: Engine

Installed missing case half alignment pin. The pin was a tight fit so I placed the 8 mm x 25 mm steel pin in the deep freezer for 48 hours and then used a heat gun to bring the pin bore in the engine case up to ~250*F. I then immediately placed the pin in to the engine case. After tapping it gently with a ball peen hammer, there was still roughly 2/3 of the pin protruding out. I used a black sharpie and transferred the stick out dimension of the stock case pin on to the new one. I settled on an angle grinder to cut down to the marked dimension and then used files to remove the burrs and add a slight taper (as seen on the stock pin). I finished up by wrapping the pin with 220 grit sandpaper and sanding everything smooth.

  Feb 25, 2023     Coughlin Brake Photos - (0.1 hour)       Category: Landing Gear

Note 5/16 steel spacers, reuse of existing brake block captive nuts, and replacement of 1/8" brake block spacer with one of the new mounting plates. The brake slides on 1/4" bolts and the threaded slides are 1/4" I.D. and 3/8" O.D. a minimum of 1" long.

  Feb 23, 2023     Case Half Pin - (0.3 hour)       Category: Engine

Polished and measured new case half pin and checked initial fitment against existing pin.

  Feb 23, 2023     Cleaning - (0.4 hour) Category: Workshop

Finished cleaning and organizing engine work area.

  Feb 16, 2023     Cleaning - (0.3 hour) Category: Workshop

Swept shop floor and moved engine assembly table back to original location underneath overhead work light.

  Feb 16, 2023     Alterations - (0.1 hour) Category: Research

  Feb 15, 2023     Engine Fasteners - (0.1 hour) Category: Research

That's why both Continental and Lycoming specify that cylinder deck studs and through bolts should be torqued “wet” (by applying lubricant to the fasteners) to reduce these frictional losses and increase the preload achieved by torqueing to a specified value.

Obstacles to proper preload

Roger Fuchs identified five obstacles to achieving proper fastener preload when performing cylinder installation on an engine mounted in the airplane:

1. The fasteners aren't new. When an engine is initially assembled at the factory (or by a first-rate overhaul shop), the through bolts, deck studs, and cylinder hold-down nuts are all brand-new with cadmium-plated threads in perfect condition. The cad plating is very slippery (helping to reduce friction) but very thin (typically 8 microns thick, one-tenth the thickness of a human hair) and relatively soft, making it easy to damage.

2. Fasteners may not be adequately lubricated. Both Continental and Lycoming specify that cylinder fasteners are to be torqued wet. Continental calls for using 50-weight engine oil, while Lycoming suggests using a 90/10 mixture of engine oil and STP additive. To achieve proper preload, the lubricant needs to be slathered onto both the fastener threads and the nut face area.

3. The lubricant itself is rather poor. Fuchs also pointed out that plain 50-weight engine oil (e.g., Aeroshell W100) is a lousy thread lubricant because it lacks synthetics and anti-wear additives that would make it much slipperier. Add this to the likely loss of slippery cad plating from the worn fastener threads, not to mention the possibility of thread damage, and it's anybody's guess whether proper torque will result in proper preload.

4. Wrench access is limited. Both Continental and Lycoming call for a two-phase tightening procedure where all the cylinder hold-down nuts are first torqued to 50 percent of their final torque in a specified tightening sequence, and then they are torqued to 100 percent of their final torque following the same sequence.

5. Manufacturer instructions are incomplete. The published guidance from Continental and Lycoming leaves a lot to be desired. For example, Continental's overhaul manuals emphasize that when a cylinder is replaced, the nuts on both ends of each through bolt must be torqued. Many mechanics ignore this and don't bother with torqueing the nut on the opposite side of the engine. But even if they do, there's nothing in Continental's guidance suggesting that the opposite-side nut should be removed and the nut and threads be lubricated, nor that the opposite-side threads should be cleaned and the opposite-side nut be replaced with a new one. It's dubious that following Continental's published guidance will accomplish anything useful regarding torqueing the opposite-side nut—which is probably why so many mechanics don't even bother with it unless they're also replacing the opposite-side cylinder.

https://www.aopa.org/news-and-media/all-news/2020/march/pilot/savvy-maintenance-risky-business

  Feb 13, 2023     Oil Pressure Relief - (0.1 hour) Category: Research

"The pressure relief valve is what regulates engine oil pressure. It's a simple device consisting of a spring-loaded plunger that is designed to open when oil pressure reaches a certain level (typically about 50 psi for Continentals and 70 psi for Lycomings) to bypass excess pressure from the pump."

https://www.aopa.org/news-and-media/all-news/2019/december/pilot/savvy-maintenance-hostage-situation

  Feb 10, 2023     Engine Hoist - (2.3 hours)       Category: Workshop

Finished assembling engine hoist.
Northern Tool Item #46219

https://www.northerntool.com/shop/tools/product_200640934_200640934

  Jan 08, 2023     2023 Prep - (0.1 hour) Category: Workshop

Began cleaning the shop in preparation for this year's building activities.

  Dec 05, 2022     Case Prep - (0.3 hour)       Category: Engine

Used a variety of files and the Dremel to round over the edges of the pocket underneath the oil cooler pad between the #3 and #4 cylinders.

  Dec 03, 2022     Propeller Bolt Belleville Washer Retention System - (0.1 hour) Category: Research

  Dec 01, 2022     Case Prep - (0.5 hour)       Category: Engine

  Nov 21, 2022     Case Prep - (0.1 hour)       Category: Engine

Given that cylinder #3 is "deep studded" and at the highest risk for cracking, I decided the Revmaster engine tag had to come off to allow the case top to be rounded. I used a heat gun at 800*F and a putty knife.

  Nov 18, 2022     Case Prep - (0.5 hour)       Category: Engine

Used a 1/4 inch (~6mm) on the Dremel to blend out the step in the oil gallery plug. Rounded over corner at top of case.

  Nov 17, 2022     Case Prep - (2.0 hours)       Category: Engine

Finished cleaning the left hand case parting surface. Began dressing the oil port to cylinder cracking location per the Steve Bennett EAA webinar.

  Nov 16, 2022     Case Prep - (0.2 hour)       Category: Engine

Did more work cleaning the case halves.

I also did an inspection of the case half dowel pins based on the Steve Bennett EAA webinar. There should be a pair of dowel pins in opposite corners of the case that are used to align the case when it is machined. Turns out mine is missing one of them!

  Nov 15, 2022     Case Prep - (0.3 hour) Category: Engine

Cleaned up more of the case half parting line.

  Nov 14, 2022     Case Prep - (0.2 hour)       Category: Engine

One more corner clean...

  Nov 13, 2022     Case Prep - (1.2 hours)       Category: Engine

Used pot scrubbers to finish removing all of the remaining sealant from the right side of the case. I began work on the left side of the case and found almost no silicone sealant attached. It looks like almost all of it was attached to the right side of the case. The difficulty on this side will be negotiating the scrubber around all of the protruding studs.

  Nov 12, 2022     Case Prep - (0.7 hour)       Category: Engine

Tried using a utility knife blade as a scraper and had the same issues as the Xacto knife. Tried the Scotch-Brite kitchen scrubber suggestion and it worked the best out of all the methods I've tried so far. The combination of mechanical scrubbing and acetone seems to work well at removing the silicone on my case and the thin black layer of corrosion(?) that appears under it.

You can compare the finished and unfinished portions in the photos. This was a brand new scrubber when I started.

  Nov 11, 2022     Case Prep - (0.3 hour)       Category: Engine

Smoothed out final casting flash from right case top and experimented with scraping off gasket material using an Xacto #11. This worked okay but was both tricky and higher risk than I like. The blade got caught up on every bit of metal out at the edges and is definitely sharp enough to gouge the parting surface easily.

Tomorrow I will try the utility knife blade scraper suggestion. Of that doesn't work I will go back to using my stash of old credit cards at scrapers.

  Nov 10, 2022     Case Prep - (0.3 hour)       Category: Engine

Rounded over the top corners on the right side of the case per Steve Bennett's EAA webinar.

  Nov 08, 2022     Case Prep - (0.2 hour) Category: Engine

Found a brush and applied mineral spirits as a sealant on all the fresh magnesium surfaces exposed during paint stripping yesterday.

  Nov 07, 2022     Case Prep - (1.0 hour)       Category: Engine

Bought a can of aircraft paint stripper based on some forum recommendations, since the acetone didn't work. In a twist shocking to no one, the moral of this $25 can from Advanced Auto Parts is to buy all your automotive fluids from Walmart or, better yet, Rural King.
https://www.thesamba.com/vw/forum/viewtopic.php?t=608000

Within minutes, the paint boiled up enough to slide right off the "curiously filed down" location where the stock VW engine case part numbers go... This was followed by a spray down with brake cleaner, followed by a hot water rinse, followed by a blow dry from a shop vac, and finally a wipe down with mineral spirits to seal the surface again.

I just did a small patch for testing. For the rest of the engine, I will definitely be going *outside* to ensure adequate ventilation and safety from overspray.

  Nov 06, 2022     Case Prep - (0.5 hour)       Category: Engine

Decided to see if sanding the paint off would be faster than the multiple acetone baths. It isn't.

However, the right side transmission flange of my case in particular looked like the surface of the Moon, far worse than what's shown in the second photo. So I kept on sanding with my 220 grit and broke out the file until the lumps were mostly gone, then wiped the freshly exposed surface down with mineral spirits.

  Nov 05, 2022     Case Prep - (0.2 hour) Category: Engine

Both normal and low odor paint thinner "made with mineral spirits" did not remove the case paint either.

  Nov 04, 2022     Engine Case Sealant - (0.3 hour) Category: Research

Ordered some Curil T2 following this recommendation and some from yesterday's forum:
https://vwparts.aircooled.net/Curil-T2-Engine-Sealant-Tube-p/curil-t2.htm
https://www.thesamba.com/vw/forum/archive/index.php/o-t--t-174439--.html

Amazon link:
Elring Curil T2 Liquid Gasket non-hardening, temperature-resistant sealing compound 60ml
https://a.co/d/2q2XDc1

There is a warning is in all the books to NOT use RTV to seal aircooled VW case halves EVER, at least according to the instructions on the bottle. Typically, when applied in an amount big enough to make a "bead", what squeezes out of the gap *inside* the case comes off and gets in the bearings, oil pump, and lots of other places like this:
https://youtu.be/cySXe8a62a0?t=710

The engine in the link below shows the other reasons why - it dries HARD (whilst the case wants to shift a miniscule bit during every heat cycle) and does not typically CRUSH thin enough for the case to retain the main bearings:
https://www.thesamba.com/vw/forum/viewtopic.php?p=5055180#5055180

One user reports an "expert" method to make RTV work, if you so choose:
https://www.thesamba.com/vw/forum/viewtopic.php?t=691163

  Nov 04, 2022     Case Prep - (0.2 hour) Category: Engine

Cleaning the case parting line with acetone did NOT remove the existing case sealant.

The acetone DID remove the paint on the exterior of the case...eventually. Wiping it on with a shop towel didn't work. After direct (read: poured on) applications and scrubbing with a nylon brush the paint did come off...slowly.

  Nov 03, 2022     Case Prep - (0.2 hour) Category: Engine

Began scraping the old gasket material off the case halves mating surfaces with an old gift card. Will definitely be researching a faster method...

https://www.thesamba.com/vw/forum/archive/index.php/o-t--t-174439--.html

  Nov 01, 2022     HVX MODS: Pulling the Plug - (0.1 hour)       Category: Engine

Installed new Earl's Performance 1/8 inch NPT plugs that arrived today. These are shown tightened one turn past finger tight, which they handled without issue.

This marks the final completion of the HVX MOD to remove all the engine case oil gallery plugs and replace them with NPT pipe plugs to facilitate 100% case cleaning and swarf removal.

  Oct 30, 2022     HVX MODS: Pulling the Plug - (1.0 hour)       Category: Engine

Finished drilling and tapping the remaining NPT plugs in the left side of the case. The 1/8 inch NPT plug next to the oil pressure sender port rounded out after tightening a half turn beyond finger tight. Luckily there was enough of the plug still exposed to wrench it back out. I'll be ordering genuine Earl's plugs as replacements per Bob Hoover's recommendations - this set came from eBay and seemed soft.

Note: The eBay image is just for reference of price and part number and not intended as a recommendation of any particular vendor/supplier.

  Oct 28, 2022     HVX MODS: Pulling the Plug - (0.4 hour)       Category: Engine

Drilled and tapped my first oil gallery plug. This is the 5mm plug that was pulled to extend the oil gallery. A 4.5 mm wrench fit the tap perfectly so I used a combination of that and a lot of patience...

Some notes:
1) The oil gallery itself almost perfectly fit a 15/64 inch twist bit and not a 1/4 inch. This coincidentally matches in an "A size" bit.
2) A 1/16 NPT tap calls for a pilot hole made by a "D size" bit. I only had 1/4 inch available and decided to use that to a depth of roughly half the pipe plug length.YMMV.
3) An NPT fitting calls for between 1 and 2 turns past finger tight upon installation to seal (in conjunction with some type of thread stealant, my preference being Teflon paste). This plug ended up just about as deep as I wanted to see and has about 1.5 threads still showing at finger tight.

  Oct 21, 2022     E-Mag Info - (0.1 hour)       Category: Research

I was told last year that an E-mag was not available for the VW engine. A member of the Thatcher list on groups.io shared their success with me at https://groups.io/g/thatcher-aircraft/topic/magneto_drive_on_great_plains/94002510

Original post excerpt:

...But hey, this is experimental aviation and I had a back up ignition (that needed some work too).
The E-Mag does not come with drive lugs on the tapered shaft. So I had made a steel magneto drive lug which extends far enough into the bell housing to allow the use of Steve's 1/2 inch puck which is well clear of the wall and where the drive lugs almost overlap each other. The E-Mag's right angle ignition cable boots clear the firewall by 1/4 inch. I have not yet finished the installation...
P
=============
P,

Can you share your E-mag story? I was strongly considering one to replace my Bendix dual magneto and was told that they 1) do not come in VW rotation 2) do not have the proper drive lug.
==========
E-Mag say I am their first VW customer. They set my unit up for the correct rotation and increased the over speed cut out to 3800rpm. I am not sure if the advance curve will be optimum for our wider speed range, but they sent me PC software to shift it, if required.

They no longer make drive couplings, so it just comes with a tapered shaft with castle nut and cotter pin. So I designed a coupler with drive lugs. But to get the exact spacing for the puck, it took a lot of trial fitting onto the taper before it was correct. See photo. E-Mag are developing a dual mag version at the moment. My secondary ignition is off the distributer drive. It works well, but GP did not tell you to take the cover off and apply some friction onto the rotor when you time it. Otherwise when the engine runs, the advance falls back from 28deg to about 22, due a tiny amount of back lash in the drive up to the rotor.
Regards,
P
CX4
South Africa
==========
Glad to hear they finally created a VW version. Do you have a coupler you could sell me? Or some drawings or CAD files I can use to make my own? Even knowing what material you used and the degrees taper of the shaft would be a big help.

==========

E-mag adaption:
I used the 4 cylinder Lycoming model. The taper on the shaft is apparently the same as on a Slick magneto, but I don't have dimensions for the taper.
Every different VW conversion will require its own special coupler. The dimensions will vary each time. If your engine has lug coupling on the flywheel, then you can employ a 1/2 inch puck which Great Plains sells, and then develop the dimensions of the e-mag coupler. I used the rear surface of the Diel bell housing as the reference point, since this is where the e-mag mounts.
I have a sketch with dimensions, which I gave to the machinist, but he had to trial fit the coupling onto the taper many times, until its drive lug was the correct distance from the e-mag mounting flange. It was made from mild steel. 6061-T6 would have been lighter, but unavailable in my part of the world.
Limbach uses a different type of coupling made of an elastomer. Grob's engines used another type of coupling, but they would need replacing every couple of hundred hours due to wear, which made the ignition firing point shift. My puck is made from what is trade marked Tufnol.

  Oct 15, 2022     HVX MODS: Pulling the Plug - (1.0 hour)       Category: Engine

Removed the four remaining oil gallery plugs from the left side of the engine case using slide hammer.

  Oct 09, 2022     Engine Assembly Tips for the Type 1 VW - (1 hour)       Category: Research

Webinar: https://www.eaa.org/videos/2117083972001
Notes: This is a great webinar available to EAA members. There is much more information given during the video than contained in the slides. Hence, the slides serve more as an "index" on what is in the webinar itself. The attached slides are in PDF to preserve the order.

  Oct 01, 2022     HVX MODS: Pulling the Plug - (0.5 hour)       Category: Engine

I previously broke a 1/4 inch (6mm) hex bit trying to remove the oil cooler block off plugs. This time I heated up the area with a heat gun before attempting removal. I used the highest heat setting for 60 seconds, knowing that red loctite releases at ~500*F and magnesium self-ignites at ~850*F. After heating the area and waiting, the plugs turned right out.

Despite ZERO references in the maintenance manual, it appears my engine was assembled using red loctite throughout.

  Sep 16, 2022     Cockpit Controls - (0.3 hour) Category: Instrument Panel

Superseded but helpful:
https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgFAR.nsf/0/B1A0F946DC8BB02A86257996006CB1EA?OpenDocument

Airplanes with tandem seating or single-place airplanes may utilize control locations on the left side of the cabin compartment; however, location order from left to right must be power (thrust) lever, propeller (rpm control), and mixture control.

  Sep 09, 2022     Engine Mount Measurements - (0.5 hour)       Category: Firewall

  Aug 20, 2022     Wing Tips - (0.1 hour) Category: Research

As we can see from the preceding discussion, a good tip geometry is an advancing tip with a sharpened outer edge. The cross section of the tip should progress from rounded near the leading edge as it transitions off the nose of the airfoil to sharp farther aft. The sharpened portion of the outer edge should be highly swept so that once the sweep of the tip planform exceeds 45�o 60�the transition from round to sharp cross section should be complete. The aft portion of the outer edge should remain sharp all the way back to the trailing edge of the wing.

https://www.kitplanes.com/design-process-wingtips/

  Aug 19, 2022     VGs - (0.1 hour) Category: Research

https://www.kitplanes.com/design-process-droops-and-vgs/

...Vortex generators used to increase maximum lift are not placed at the extreme leading edge of the wing, but they are usually well forward of 25% chord. The proper position is a compromise between maximum lift and cruise drag. Moving the VGs forward increases maximum lift, but also increases cruise drag. The optimum VG position is the farthest aft location that produces the needed improvement in stall characteristics...

...An important exception to this is if the wing has an airfoil designed to have significant laminar flow. The vortex generators will trip the boundary layer from laminar to turbulent, and no laminar flow will exist aft of the vortex generators. This is important because in order to significantly delay the stall, the vortex generators must be well forward on the wing while a good low-drag laminar flow airfoil will be designed to have laminar flow to at least 40% to 50% of the chord. The vortex generators will trip that flow well forward of that and dramatically reduce the amount of laminar flow on the wing. If this happens the drag penalty of the vortex generator installation will be quite large because the loss of laminar flow will increase the drag of the wing itself quite significantly.

  Jul 13, 2022     HVX MODS: Pulling the Plug - (0.5 hour)       Category: Engine

Ordered the NPT plugs needed to finish the case. Reviewing the sizes given in the blog and my (partially NPT plugged) case, I need the following to complete the job:

3x 6mm plug = 1/16 NPT
2x 8mm plug = 1/8 NPT
0x 10mm plug = 1/4 NPT
0x 12mm plug = 3/8 NPT

https://bobhooversblog.blogspot.com/2007/06/help-more-on-plugs.html

  Jul 03, 2022     HVX MODS: Oil Temperature - (1.0 hour)       Category: Engine

Drilled, reamed, and tapped the 1/2 NPT hole for the oil temperature sensor adapter. Unfortunately, R.S.Hoover doesn't give instructions on how deep to run the reamer or the tap, so I only opened up to the begining of the oil pump feed hole with the drill bit then switched to the tapered reamer. I went 720 degrees at a time then reversed and vacuumed out the chips. I kept going until I had a cut fresh metal for the full taper which ended up being almost to the end of the oil pump feed hole. I decided to keep going three more turns and have the 45 degree taper at the end of the reamer help the oil "turn the corner" into the oil pump feed hole. I then switched to the 1/2 NPT tap and repeated the procedure going 1/2 turn at a time until I had four threads showing. This ended up being just shy of the oil pump feed hole. I will wait to add any more until after the 1/2 NPT plug arrives so I can check how deep it seats.

Below excerpt from https://bobhooversblog.blogspot.com/2006/12/vw-pulling-plug.html

- - - - - - - - - - - - - - - - -
** - Volkswagen provided oil temperature and oil pressure gauges on some of their industrial engines. The oil temperature sensor was placed at the inlet to the oil pump. Early model crankcases had a threaded hole (M16x1.5) at that location. To install the sensor the threaded plug was replaced by the matching VDO temperature sensor.

On later model cases the hole is no longer threaded and is sealed by a Welch plug about 19mm in diameter . To install the temperature sensor, pull the plug and thread the hole to accept a suitable adapter. Be sure the temperature sensor extends far enough to be constantly bathed by the oil being drawn from the sump but not so far as to obstruct the flow.

On most late model crankcases, a half-inch NPT hex-head plug, drilled and tapped to accept the temperature sensor, makes a suitable adapter.
- - - - - - - - - - - - - - - - - - - - - - - - - - -

Specific instructions at https://bobhooversblog.blogspot.com/2007/06/help-more-on-plugs.html


I settled on an AEM 30-2012 sensor vs the GM CLT sensor. Double the cost but the AEM offers a bespoke data sheet with calibration curve data, higher measuring range (200*C vs. 150*C) and is both smaller and lighter being 1/8 NPT instead of the GM's 3/8 NPT.

http://www.aemelectronics.com/files/instructions/30-2012%20Sensor%20Data.pdf

  Jul 02, 2022     HVX MODS: Oil Temperature - (0.1 hour)       Category: Engine

Pulled the 18mm plug that will get drilled, reamed, and tapped for the 1/2" NPT fitting for the oil temperature sensor.

https://bobhooversblog.blogspot.com/2007/06/help-more-on-plugs.html

  Jul 02, 2022     HVX MODS: New Oil Passage - (1.2 hours)       Category: Engine

Finished drilling the #3 cam bearing to connect it with the #2 cam bearing oil gallery. The first Hoover Mod on my engine is done: After years of research (procrastination), two weeks of ordering parts, and two hours of cautious work (since I only had cordless drill and an engine propped up on 2x4s). In honor of Mr. R.S.Hoover, I can now officially designate this engine as DHVX-001: Dunning-Hoover-Volkswagen-Experimental, Serial Number One.

After drilling the 1/8" pilot hole yesterday, I started by checking the depth of the cavity in the case at the end of the drilling. This is the cavity you can drill through if there isn't enough material in the case, basically scrapping the engine case. This appeared to check fine.

Next, I put the drill in the oil gallery and sighted down my micrometer to draw a "do not exceed" silver sharpie mark on my drill bit. Set my cordless drill to 1,800 RPM and began drilling, making lots of stops to vacuum out the chips. There was definitely a surge as the bit finally breached the 1/8" pilot hole.

I opted to updrill my #3 cam bearing pilot hole from 1/8" to 3/16" since that was the next size up in my drill guide. This time, I placed the aircraft drill into the oil galley and used the micrometer as a depth gauge to determine how deep I had to drill to reach the extended oil gallery. Then added a "do not exceed" blue sharpie mark to my 3/16" and 7/32" drill bits.

One thing to note, I put the aircraft drill into the oil gallery and pushed it all the way in. This was to prevent me from drilling down too deeply into the case. This will definitely ruin your drill bits if you push too hard at the bottom...but drill bits are much cheaper than engine cases!

The updrilling went quickly with four stops to vacuum out chips. I took very light pecks once I contacted the aircraft drill serving as a depth stop. I then removed the aircraft drill turned drill stop and carefully drilled to the bottom of the extended oil gallery by hand. Then repeated the whole procedure with a 7/32" drill. I had to do this freehand since there was no matching size in my drill block but it went okay.

Checking with a bright light I was happy to see both holes lined up perfectly despite my rudimentary tools. This procedure definitely made lots of chips so I can understand why Bob was adamant about pulling all the oil gallery plugs to facilitate cleaning the case!

https://bobhooversblog.blogspot.com/2007/06/hvx-mods-again.html

https://bobhooversblog.blogspot.com/2007/05/hvx-mods.html

  Jun 30, 2022     HVX MODS: New Oil Passage - (.8 hour)       Category: Engine

I pulled the necessary plug and began the first drilling for the new #3 cam bearing oil passageway.

https://bobhooversblog.blogspot.com/2007/05/av-pulling-plug-ii.html

https://bobhooversblog.blogspot.com/2007/06/hvx-mods-again.html

https://bobhooversblog.blogspot.com/2007/05/hvx-mods.html

  Jun 26, 2022     Slide Hammer       Category: Tools

Bought a slide hammer to remove the oil gallery plugs from the engine case.
https://www.harborfreight.com/slide-hammer-and-puller-set-14-piece-56894.html

  Jun 24, 2022     Engine Stand - (0.7 hour)       Category: Workshop

Picked up new case attachment hardware to use with the new mount:
2x 35mm M10x1.5 bolts
2x M10 washers
1x M10x1.5 nut

As expected, the JB Weld failed right in the middle of the joint once the handle was tightened down. Turns out all my efforts may have been a complete waste... Once installed, the weight of the engine seems to bind the yoke in the socket enough to lock the desired rotation in place.

  Jun 23, 2022     Engine Stand - (0.5 hour)       Category: Workshop

Made another attempt at attaching the nut for the rotation lock. I have ZERO expectation this will work but I took it as an opportunity to try using JB Weld for the first time in my life. To give it a fighting chance, I made sure to lay down a wide bead of epoxy and apply a broad fillet in an attempt to spread out the tension load from the nut.

  May 24, 2022     Engine Parts #3 - (0.5 hour)       Category: Engine

  May 22, 2022     Engine Stand Handle Mod - (0.2 hour)       Category: Workshop

Used a half round file to prepare the nut and engine stand for brazing. This included removing the paint from the engine stand and roughing up the bottom surface of the nut where it will attach.

My hope is to replicate the holding features of the stock bench mount and position the engine at any rotation.

  May 20, 2022     Engine Stand Handle Mod - (0.2 hour)       Category: Workshop

Purchased a nut for adapting the AA Performance threaded handle onto the Harbor Freight engine stand. Threads are M12 x 1.75 mm.

Also picked up a 7mm socket to replace my failed flywheel screw extraction.

  May 18, 2022     HVX MODS: Pulling the Plug - (0.5 hour) Category: Research

Here is a collection of all Bob Hoover's articles on pulling the factory plugs in a VW crankcase and replacing them with NPT plugs.

https://bobhooversblog.blogspot.com/2006/11/av-oil-temps-sensor-locations.html
https://bobhooversblog.blogspot.com/2006/11/av-more-vw-oil-temps.html
https://bobhooversblog.blogspot.com/2007/06/help-more-on-plugs.html
http://bobhooversblog.blogspot.com/2006/12/vw-pulling-plug.html
https://bobhooversblog.blogspot.com/2007/05/av-pulling-plug-ii.html
https://bobhooversblog.blogspot.com/2007/06/av-pulling-plug-iii.html
https://bobhooversblog.blogspot.com/2007/05/av-crankcase-basics.html

  May 16, 2022     Worktable Leg Extensions - (0.2 hour)       Category: Workshop

Got the idea for these from an EAA video I watched years ago:
https://www.eaa.org/videos/6168884050001

Turns out that a used set of these bed risers on Amazon was cheaper than buying 1.125 inch | ~28 mm PVC pipe and came in just the right height. This now brings up my folding table to the same level as my existing workbenches, 37 inches | ~940 mm.

  May 14, 2022     Valve Measurements for "75 HP" Revmaster Heads - (0.1 hour)       Category: Engine

I used my new benchtop head tool to remove the valve keepers and springs to finally get an accurate measurement of the intake (40mm) and exhaust valves (33mm).

  May 13, 2022     HVX MODS: Overview - (0.1 hour)       Category: Engine

I began investigation of the first of the complete list of HVX Mods (Hoover Mods) I intend to implement on my engine. The camshaft bearing shown at the bottom of this picture will be drilled out to match the bearing in the middle for reasons given on Bob Hoover's blog.

Note that this link is just one of several articles he has written about the subject. In later articles he also details relocation of the oil temperature sensor, adding valve stem seals, and installing a pre-oiler, among other general "blueprinting" and engine assembly tips.

https://bobhooversblog.blogspot.com/2007/05/hvx-mods.html

https://bobhooversblog.blogspot.com/2007/06/hvx-mods-again.html

Here's a video of the camshaft procedure and a few of the others. It features a great cutaway engine to help explain things:

https://youtu.be/ubwhsLNM1wU

  May 04, 2022     Revmaster/AeroVW Shortcomings - (0.5 hour)       Category: Research

The original post with hyperlinks is at https://q-list.groups.io/g/main/message/54501


For reference, my engine is S/N A-2605 delivered on July 9, 1985 with all options, minus a turbo.

1) First and foremost, a major cause of issues with the original QAC Revmaster was a compression ratio (CR) that was far too high. My original booklet show this clearly, with listed CRs of 9.3 to 9.4 (9.35 to be exact).





At "some point" Revmaster did "some thing" to reduce the CR as shown in the latter manuals but I have no idea what.



The latest Sonex AeroVee 2.1 Assembly and Installation Manual and Great Plains manuals recommend 7.0 for mogas and 8.0 for 100LL for increased longevity. Your engine builder can help you with this. Combinations of various cylinders, heads, and shims can get you there using a calculator like this: CB Performance Engine Calculator

2) The original "75 HP" Revmaster heads just...aren't. To make matters even worse, you need to carefully check that the cooling passages aren't blocked off by casting flash. Highly recommend Mark Langford's page on the subject.

3) The magnesium engine case is now known to age harden and develop cracks. Various fixes such as "deep studding cylinder 3" and "welding in behind cylinder 3" do help at our high continuous power settings but the real issue is the age hardening. The ultimate solution is a new aluminum case that does not suffer from this problem. Unfortunately, the special machining for the Revmaster propeller hub means you can't just buy a stock VW case. If you decide to reuse the case (like I did) then expect a 250-400 hour TBO until it inevitably cracks. As John Monnett says, that's realistically a couple years (at least) of flying though. Note that a high(er)-aluminum content (AS21) magnesium case is different than an all-aluminum case.

Here are some additional videos/articles, in no particular order:
1) Engine Assembly Tips for the Type 1 VW with Steve Bennett (EAA Webinar)
2) Q-talk 117 - The Little Engine that Could
3) Q-Talk 163 - Revmaster Cracked Case Repair
4) Engine Rebuild in 2013 (Calvin Thorne's blog)
5) Q-talk 153 - Kuhlman & Dirks Q2
6) History of Prop Hubs (Bob Hoover's blog)
7) Aero VW Cooling Limitations (Bob Hoover's blog)
8) The VW Aircraft Engine for DragonFly/Q-Bird with Steve Bennett (YouTube)
9) AeroVee Engine History: SuperVee to AeroVee (YouTube)

Personally, I am proceeding with 92mm "thick wall" cylinders (92mm base / 94mm top) to help with cylinder to head sealing and 68cc Panchito heads which purport to have better cooling as documented on my build log. This should yield a bolt together, no shim CR of 7.38 while reusing my original case.

  Apr 19, 2022     Revmaster Spark Plug Weights - (0.3 hour)       Category: Engine

As delivered the Revmaster used Champion REL38B spark plugs in an up-drilled stock location and an additional, specially machined lower set. Clearly some experimental error occurred since the total vs. summed readings are off by 0.2 grams. I think <0.03% error is more than acceptable.

Lower set: 380.2g
Upper set: 380.7g
Total: 761.1g

  Apr 14, 2022     Stock Valve Covers - (0.4 hour)       Category: Engine

Weight for pair + bales: 779.6 grams (~27.5 oz)

  Apr 13, 2022     Valve Spring Tool - (0.4 hour)       Category: Workshop

Like everything EMPI sells, this was a kit of parts that you can eventually assemble into something functional. As an added bonus, there were no instructions included.

As delivered, the rod would not fit through the holes thanks to the plating and were oval to boot. Some quick work with the step drill fixed the issue.

Product links:
https://empius.com/products/bench-mount-head-assembly-tool-boxed/

https://aapistons.com/products/bench-mount-head-assembly-tool-boxed

How to use:
https://youtu.be/QIsq3TdNkTc

https://youtu.be/riii6o-X4Mc

  Apr 11, 2022     Engine Parts #2 - (0.5 hour)       Category: Engine

  Apr 10, 2022     New Cylinder Weights - (0.5 hour)       Category: Engine

Opted to install "thick wall" cylinders rather than reuse the originals from Revmaster. These are often sold for VW buses to "increase cooling" due to the thicker wall. Thermodynamics will tell you, however, that once any material has reached steady-state the thickness does nothing to improve cooling. In fact, the thicker wall reduces the height of the cooling fins compared to a stock cylinder. What the thicker wall will do is to help prevent the cylinder from going oval as it keeps up under continuous load. This particular phenomenon is mentioned in the VW red book, although I have not seen it brought up anywhere in the aero-VW world.

  Apr 07, 2022     Oil Choices - (0.1 hour)       Category: Research

  Apr 04, 2022     Engine Parts #1 - (0.5 hour)       Category: Engine

  Mar 28, 2022     Fuel System Audit - (0.6 hour)       Category: Fuel System

  Mar 26, 2022     Fuel System Audit - (4.1 hours)       Category: Research

Today's latest EZGZ video ( https://youtu.be/00LOxGD0PJA ) prompted me to spend some time reviewing the fuel system chapter of the Q2 plans (all three pages of it):

http://quickheads.com/index.php?option=com_content&view=article&id=139:q2-plans-chapter-17-page-17-01

http://quickheads.com/index.php?option=com_content&view=article&id=139:q2-plans-chapter-17-page-17-02

http://quickheads.com/index.php?option=com_content&view=article&id=139:q2-plans-chapter-17-page-17-03

I believe I've come up with a shopping list that will mitigate the shortcomings identified in various builder tips over the years. Unfortunately, this will all be wasted if I end up choosing electronic ignition to solve my Bendix D-3000 woes...the extra work to add electronic fuel injection at that point is negligible.

  Mar 14, 2022     Engine Inspection - (1.8 hours)       Category: Engine

In order to check for oversize bearings, I performed rough measurements of the crankshaft main and rod journals along with connecting rod bearing ID and OD.

Crankshaft main bearing #1 journal diameter: 2.1645 in (54.9783 mm)
Crankshaft main bearing #2 journal diameter: 2.164 in (54.9656 mm)
Crankshaft main bearing #2 OD: 2.5605 in (65.0367 mm)

Crankshaft rod journal #2 diameter: 2.164 in (54.9656 mm)

Connecting rod #2 bearing OD: 2.2595 in (57.3913 mm)
Connecting rod #2 big end ID: 2.2775 in (57.8485 mm) at 2 o'clock and 2.2765 in (57.8231 mm) at 5 o'clock

From these measurements, it appears I have standard size main and connecting rod bearings. Of note, the Revmaster looks to have the stock Volkswagen flywheel (thrust) bearing placed where the stock #3 main bearing goes and a second #2 main bearing in it's place.

  Mar 13, 2022     Engine Controls - (0.3 hour)       Category: Instrument Panel

I attempted to reverse the throttle and mixture control positions so the mixture is inboard, per my last post. Unfortunately, the controls are two different diameters and now the hole for the throttle is too large. The throttle cable is also far too long and I do not believe it can be shortened.

  Mar 13, 2022     Firewall Fuel Penetration - (0.1 hour)       Category: Firewall

Removed a metal plate covering the hole for the fuel line pass through.

  Mar 09, 2022     Camshaft Research - (0.5 hour)       Category: Engine

  Mar 06, 2022     Piston Pin Height - (0.5 hour)       Category: Engine

I measured the piston pin/compression height using the procedure in this video ( https://youtu.be/2pEPTIX8qPE ). The scribbled out numbers are before I remembered to clean the crud off the piston top.

Dirty: (45.66 + 23.90)/2 = 34.78 mm
Clean: (45.54 + 23.56)/2 = 34.55 mm

Now I can order the proper barrel shims to set my compression ratio.

  Mar 04, 2022     More Research on Sparrow Strainers - (0.5 hour) Category: Research

Latest research:
https://q-list.groups.io/g/main/message/53937

Full thread:
https://q-list.groups.io/g/main/topic/preliminary_analysis_of/89439857

  Feb 28, 2022     Camshaft Lift - (.5 hour)       Category: Engine

With the crankcase split apart, I could make a direct measurement of the intake and exhaust lift of the camshaft. I mounted the dial indicator in a step bore for the through case bolt underneath the flywheel and used the washers and nut from that bolt to hold everything securely. I took both measurements while holding slight pressure towards the flywheel to make sure the camshaft was seated against the thrust bearing and did a few rotations to make sure that both the zero point on the heel and the max lift measurements were consistent. It turns out this is in fact a split cam with different lifts for both intake and exhaust.

Intake lift @cam: 0.303 in
Exhaust lift @cam: 0.2875 in

While I haven't checked the duration, the lifts in Bill Fisher's book and the part number stamp corroborate that this is a stock cam (https://eaabuilderslog.org/?blprojentry&proj=7rri10ikZ&e=7txGgs2sj ).

  Feb 25, 2022     Engine Hoist - (0.6 hour)       Category: Workshop

Began assembly of the engine hoist while at the hangar today.

  Feb 24, 2022     Engine Inspection - (1.0 hour)       Category: Engine

1) Removed cam and inspected all eight lifter boards. Removed pieces of case sealant found in the pushrod cups of two lifters. There is an interesting circular wear pattern on both lifters nearest the prop bearing. All the others show and evenly worn face. Since this pattern appears in both lifters and not just one, I suspect the issue is in the cam lobe and not the valve spring pressure in one particular cylinder.

2) Confirmed that the camshaft uses only one thrust bearing. Modern builds use two, giving the cam a full thrust face to bear against. There were no manufacturer markings found on the end of the cam or a size stamped on the cam gear. The back of the cam has "C21" or possibly "C27" stamped on it. Confirmed that all cam bearings are standard size by virtue of the "STD" stamped on the back of all the bearing shells.

3) Removed the flywheel case seal. The seal has three different markings: "70 x 90 x 10" , "Elring" , and "15". A piece of case sealant was found in the back of the seal.

4) The aftermarket Japanese J311 connecting rods have the tang on the upper side like the stock rods, so these will need to be reinstalled facing up when the time comes.

5) The crankshaft cross-drilling plugs were inspected. Normally these are removable cap screws to facilitate cleaning out the oil passages in the crankshaft. This one appears to have pressed in aluminum plugs.

  Feb 22, 2022     Fuel Availability - (.1 hour)       Category: Engine

Stopped by the local gas station to confirm what grade of Ethanol-free gas is available. The choice to use auto gas and at what octane drives the allowable compression ratio when building the engine.

  Feb 21, 2022     Splitting the Crankcase - (1.2 hours)       Category: Engine

With the help of my father-in-law and some 2x4s, the Revmaster case was finally split today. There was NO corrosion evident on the crankshaft, cam, lifters, or anything else within the case. This was surprisingly good news; although this engine was always stored indoors it was never properly bagged with desiccant plugs installed. Given the proprietary Revmaster crankshaft and fourth nose bearing, the undesirable single relief case, and the fact that the heads already need replacement for known cracking issues, any rusted parts would have placed this engine beyond economical repair.

SK crankshaft bearings are installed showing very little wear. Interestingly, case sealant was applied to only half of the Revmaster prop hub bearing (the side showing in the picture) and not the other.

Camshaft info:
https://www.thesamba.com/vw/forum/viewtopic.php?t=447665
Rod info:
https://www.thesamba.com/vw/forum/viewtopic.php?t=499259

  Feb 20, 2022     Sparrow Strainers - (0.4 hour) Category: Research

The Q2 and Q200 are both known to "tuck" at speeds above and below approximately 150 mph. This condition is tied to the trim speeds and attitudes of the aircraft when the elevators "float" trailing edge up, causing the nose to pitch down. While fixed aerodynamic tabs on the elevator (colloquially known as "sparrow strainers") were called out in the QAC plans for the LS1 canard, no such change was ever factory recommended for the earlier GU canard. Both David Smith ( https://www.youtube.com/watch?v=MHrDOafL2j0&t=925s ) and Peter Mazsaros claim the addition of sparrow strainer(s) is also beneficial on the earlier canard ( https://youtu.be/LCPd4h4ElV0?t=792 - Note that after 15m38s Peter says "sparrow strainers" when he means "vortex generators"). Further research is needed to see if the aileron reflexor addresses this issue or not.

NOTE: Elevator float is a known issue with the early laminar flow airfoils due to the aft pressure loading such airfoils rely on to obtain their laminar flow. This behavior is no issue on a fixed wing. However, when such an airfoil is used on part of the wing with an elevator or aileron this aft portion of the airfloil is no longer fixed and the air can "push" the trailing edge up. Modern laminar flow airfoils are designed to account for this phenomenon.

  Feb 19, 2022     Removed Cylinder 3+4 Head Stays - (.4 hour)       Category: Engine

Used the double nut method and removed the eight head stays on the left hand side of the case.

  Feb 18, 2022     Mixture Knob Relocation - (.3 hour)       Category: Instrument Panel

The engine controls as purchased were laid out as called for in the plans. Unfortunately, this makes for a bit of a human factors dilemma in a Q2... The aircraft is flown with the right hand using the center stick. This necessitates either letting go of the stick to adjust the mixture or reaching across the cockpit and adjusting it with the left hand. It's important to note that the Q2 has laid back, supine seating as a result of its Rutan heritage, so this can be a bit of a lean-forward-and-reach-across type of maneuver.

I opted to follow single-seat and tandem best practice and move the mixture next to the throttle on the left hand side. Upon final installation, locations shown in the photo will be corrected to follow the FARs.

https://www.eaa.org/eaa/aircraft-building/builderresources/while-youre-building/building-articles/instruments-and-avionics/cockpit-standardizing-for-homebuilts?

"Aircraft with tandem seating and single place aircraft may better utilize control locations on the left side of the cockpit compartment. The location order then, from left to right, should be throttle, propeller and mixture."

  Feb 18, 2022     3D Cowling Scan - (6.8 hours)       Category: Research

A 3D scan of the cowling was made to support research into the possible future installation of alternative engines such as the Aeromomentum AM13 or Flywheel-drive VW. This required the first ever installation of the cowlings since I purchased the kit. This consumed about half the total time since each of the 38 fasteners is individually numbered with different grip lengths - a fact we did not discover until after temporarily mounting the upper and lower halves!

Next came scans of the cowling and forward fuselage followed by the firewall itself, in order to pick up the existing engine mount locations and firewall dimensions. The attempt to scan the firewall by hand ended in a registration failure about halfway through. We started over with fixed scans from the tripod with much better results.

  Feb 18, 2022     Gascolator - (.2 hour)       Category: Firewall

At the recommendation of the builders group and design practice on the Sonex ( https://youtu.be/qaC8NqJ-1fM?t=4310 ), I elected to follow the Q2 plans and remove the gasolator. This is the first step in a complete audit of the fuel system prior to engine installation.

  Feb 15, 2022     Removed Cylinder 1+2 Head Stays - (0.3 hour)       Category: Engine

Used the double nut method and removed the eight head stays on the right hand side of the case.

  Feb 13, 2022     Piston 3+4 Removal - (.5 hour)       Category: Engine

Removed the piston pin clips, piston pins, and pistons for cylinders three and four. Both piston pins were extremely tight and were not fully removed from the pistons.

  Feb 12, 2022     Q-Tour - Matthew Curcio's Well Traveled Q-200 - (1.3 hours) Category: Research

Had a great time during the monthly builders group meeting. Check it out!

https://youtu.be/xQJnos8_UHU

  Feb 11, 2022     Revmaster "75 HP" heads - (.1 hour)       Category: Engine

Took some photos of the 1985-issue "75 HP" Revmaster heads for posterity. Compare these to the cooling passages and fins shown on Mark Langford's website: http://www.n56ml.com/n891jf/vw/

Intake valve diameter: 40mm
Exhaust valve diameter: 32mm
The off-axis spark plugs are the Revmaster added secondaries. You can see the left half of the "EMPI" logo on the floor of the rocker box. There is a "75-2" stamped on the exhaust flange at photo right.

  Feb 11, 2022     Engine Tools - (1 hour)       Category: Engine

A call for help to the local hot rodders yielded metaphorical pay dirt. My friend let me borrow a full set of micrometers and plastigauge to use during my rebuild. Probably saved me the cost of a set of replacement cylinders!

  Feb 11, 2022     Firewall Measurements - (.3 hour)       Category: Firewall

My firewall measures 22.25 x 36.5 inches from inside the cowl mounting tapes. This is a bit tough to measure since the firewall is recessed a bit at the edges so that the cowling sits flush.

The seat back bulkhead and forward skins under the forward canopy mount measure about 1/2 inch thick. The tailcone skins measure about 7/16 inch thick.

  Feb 06, 2022     Piston 1+2 Removal - (.3 hour)       Category: Engine

Removed the piston pin clips, piston pins, and pistons for cylinders one and two. The piston rings measured 1.5mm X 2mm X 4mm.

The rubber bands are a VW trick to keep the rods from jamming in place against the case while working on the opposite side of the engine.

  Feb 05, 2022     Engine Disassembly - (.5 hour)       Category: Engine

Removed cylinder head, push rod tubes, push rod tube seals, super cool tin, and cylinders on 1+2.

These pushrod tube seals were installed with the super tin around August 2001 and already show cracks and extensive crushing... This was expected and is merely being shown here to demonstrate why *any* engine needs to have hoses, gaskets, and sealants inspected and replaced as necessary (IRAN) every 8-10 years. The stock 1985 O-rings you see in earlier disassembly photos look even worse!

  Feb 05, 2022     New Pushrods - (.2 hour)       Category: Engine

My Revmaster contains stock length 281mm chromoly steel push rods of the type commonly installed in "racing" VWs. They are designed for high valve spring pressures and high RPMs. While undoubtedly stronger, these weigh almost double what the stock ones do and make additional valve train noise (described as a "clatter") since the steel does not expand at the same rate as the stock aluminum.

I ordered a set of stock pushrods on eBay and the seller kindly included some extras after I mentioned wanting to make my own adjustable pushrod tool. Inspection revealed one unusable pushrod that had scrapped against the case, just like in Bill Fisher's book; nice to see it in person and actually know what I was looking at. I weighed the remaining 11 and discarded the outliers, which you can see in the graph. I'm more interested in maintaining a tight grouping than lowest possible weight and the lightest pushrod was almost a half gram lighter than any of the others.

So my "new" pushrods weigh 38.4+/-0.2g across the entire set - 306.9g total (10.83 oz). The stock steel set from Revmaster weighs 554.1g (19.55 oz) for an engine/airframe weight reduction of 247.2g (8.72 oz); so just over half a pound. This reduction is doubly valuable since it comes out of the valve train geometry in a part that moves 1,600 times a minute in cruise flight.

Next step is to roll them across my granite-tile-turned-surface-plate and check for straightness. Those that pass will get a run through the parts washer and cleanup with some bore brushes, ready for installation.

REFERENCES:
I use Steve Bennett's old weights webpage to corroborate everything I weigh on my engine (now archived) and he lists 20.8 ounces for a "Pushrod Set Steel 8 each":
https://web.archive.org/web/20190711153015/www.greatplainsas.com/weights.html. This is also a great place to go check before putting any components on a "diet".

ACN gives even more information in their parts description (note that 11.600" length should be 11.060"):
http://vwparts.aircooled.net/ACN-Heavy-Duty-Aluminum-Pushrods-Set-of-8-p/acnhdalpr.htm

"WEIGHT: For reference, in a 11.600" length, the weight of a stock pushrod is 39.1g, ACN HD Aluminum are 47.8g, ACN Dual Tapered HD Aluminum is 55.8g, Manton Chromoly Straight are 90.2g, and Manton DT Chromoly are 100.5g."

  Jan 28, 2022     Q2 Plans Package - (.2 hour) Category: Research

I needed to check the dimensions of the firewall and all of my plans' paper templates were consumed in the construction of the project before I purchased it. I also wanted a set of the original airfoil templates to support some aerodynamic modeling. I went ahead and purchased the "Q2/Q200 Ultimate Information Package" that way I have all of the metal and foam templates I should ever need in the future.

https://www.canardzone.com/store/product/3-ultimate-quickie-q2q200-information-package/

  Dec 18, 2021     Stock Valve Lift - (.6 hour)       Category: Engine

I wanted to measure the as-delivered intake valve lift on my Revmaster to get some idea of what cam might be installed in my engine. I installed the rocker arm shaft and set the 0.006" valve lash on the intake valve of cylinder #1 per the Revmaster manual. I used the JBugs mounting trick from yesterday to get the dial indicator set up.

Maximum valve lift measured 0.347 inches at the valve. Adding the 0.006 inch valve lash gives ~0.353 inch total lift. Dividing by the 1:1.1 rocker arm ratio gives ~0.321 lift on the intake lobe of the cam.

  Dec 16, 2021     Engine Disassembly - (1.6 hours)       Category: Engine

Finished removing all of the engine block accessories and cover plates. Pulled all of the spark plugs and noticed some strange gunk on the cylinder #2 lower plug. I also performed a magnet test after a hunch from reading a Bob Hoover blog post. This confirmed that my RevMastert has STEEL oil gallery plugs installed, which explains the corrosion near them.

https://bobhooversblog.blogspot.com/2006/12/vw-pulling-plug.html

https://bobhooversblog.blogspot.com/2007/05/av-pulling-plug-ii.html

https://bobhooversblog.blogspot.com/2007/06/help-more-on-plugs.html

My friend came over and help me lift the engine onto the engine stand and remove the shipping legs. The engine teardown can finally begin in earnest! Things suddenly look very "official" in the shop...

Before bed I just had to try out a random tip I stumbled upon in a JBUGS video today. Turns out the thread on the bottom of the Harbor Freight magnetic dial indicator mount is the same as the intake stud on the VW cylinder head. This makes for a great way to check the valve lifts, given that the VW case and heads are non-magnetic. Neat trick!

https://youtu.be/eTWXzYWieeg?t=212

  Dec 15, 2021     Engine Stand - (.6 hour)       Category: Engine

Finished making the adapters for my Harbor Freight engine stand using the following supplies:

4x 3/8" fender washers
3x 3/8" washers
1x 3/8" nut
1x 3/8"*5" bolt
1x 100mm M10x1.5 bolt
1x 3/8"*3" black pipe nipple (cut in half)

The longest M10 bolt Home Depot had was 100 mm, which meant that the longest standoff I could use was 1.5 inches. Cutting the pipe nipple into two 1.375 inch halves with a hacksaw met all the requirements at lowest cost. I decided to add some washers between the pipe and the engine case to avoid the pipe wall crushing into the softer magnesium. This meant I had to take my cut off wheel and cut a flat off of two washers to clear the transmission bell housing flange. By happy accident this meant that the washers held themselves on during assembly. I followed the car specs and torqued the upper bolt to 18 ft pounds and the lower bolt to 22 ft pounds (Tom Wilson, pg. 167) rather than the 25 ft pound Accessory Cover spec given in the Revmaster and AeroVee manuals.

Looks like I successfully avoided buying a $58 stand specific to the VW (and waiting for shipping)!

https://youtu.be/6XYRjYUATv0

https://aapistons.com/products/bench-mount-engine-stand

  Dec 14, 2021     Engine Stand - (.5 hour)       Category: Engine

Went to Home Depot to buy hardware for the engine stand adapter experiment. It looks like using a black iron pipe cut in half as a standoff to clear the transmission bellhousing flange will work. Will need a longer bolt for the upper mount.

  Dec 11, 2021     Engine Stand Measurements - (.2 hour)       Category: Engine

Took some measurements to figure out an adapter to get the 3/4 side of the engine case onto my engine stand. The bottom stud hole takes an M10 bolt with 1.5mm thread pitch and needs to be at least 75mm long. The upper mounting hole is 10.8mm diameter, so a 3/8 bolt should work. There is room for a 0.065" wall tube (approx 1/16") to fit before hitting the 4mm tall transmission flange. A stack of washers would work but requires cutting all 6 into a "half-moon" shape to clear.

Recommend both bolts be in the 75-100 mm (3-4") length range.

  Dec 10, 2021     Engine Disassembly - (2 hours)       Category: Engine

Finished drilling out the rounded-out socket head cap screw holding the flywheel to the crankshaft. Used a crowbar and gentle pressure to snap the head off. Then used chisels as alternating wedges to pull the flywheel off, since there are two dowel pins still in the crankshaft. The bolt appeared to have some remnants of red thread locker not mentioned in the manual.

  Dec 03, 2021     Workshop Filter - (.8 hour)       Category: Workshop

The basement workshop also contains the cat litter box. This "shop filter" adapts an idea found in some YouTube videos in the cheapest & fastest way possible (duct tape + cardboard). The quality of life difference is profound!

  Dec 02, 2021     Quickie Aircraft Corporation Promotional Materials       Category: QAC

  Oct 21, 2020     Tailcone Screws       Category: Empennage

  Feb 21, 2015     Project Information Category: Research

Airframe:
Quickie Aircraft Corporation Q2
S/N 2827
Ordered on ?
Delivered on ?
Purchased on February 21, 2015

Engine:
Revmaster R-2100D
S/N A-2605
Ordered on April 24, 1985
Test Run on June 28, 1985
Delivered on July 9, 1985
Single oil relief case
Options: "75 HP" heads, vacuum pump, starter, alternator