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vg23air
Добавлен 23 авг 2023
We are taking the Briggs and Stratton Vanguard 23 hp engine and modifying it for use in an FAA FAR 103 Ultralight Vehicle, an airplane. We are not the first, but we will be the best :)
FORUM AT vg23air.freeforums.net
FORUM AT vg23air.freeforums.net
Видео
Supersized this engine would rock like an Iron Cross :O
Просмотров 208 часов назад
Supersized this engine would rock like an Iron Cross :O
Man steals NOT A REPO Tow Truck in Brooklyn
Просмотров 1293 часа назад
www.thedrive.com/news/ny-man-resisting-tow-steals-the-truck-and-destroys-his-own-car
335a - VG23air - Redrive Shaft Lock Bushings and Crankshafts
Просмотров 4013 часов назад
335a - VG23air - Redrive Shaft Lock Bushings and Crankshafts
335 - VG23air -Vanguard Crankshafts and Engine Selection Where to buy
Просмотров 5318 часов назад
335 - VG23air -Vanguard Crankshafts and Engine Selection Where to buy
334 - VG23air - CERAKOTE - Question to support on using the heat dissipating coating
Просмотров 3018 часов назад
334 - VG23air - CERAKOTE - Question to support on using the heat dissipating coating
VANGUARD - TRUST THE POWER (Why we pay $1,000 more for VG vs Predator, weight, quality and strength)
Просмотров 6620 часов назад
VANGUARD - TRUST THE POWER (Why we pay $1,000 more for VG vs Predator, weight, quality and strength)
ramblings paint sprayers wing covering and wax
Просмотров 27День назад
ramblings paint sprayers wing covering and wax
QUESTION What is my target compression ratio
Просмотров 40День назад
QUESTION What is my target compression ratio
Leaonard and Les Vanguard 23 hp Osh Kosh 2024
Просмотров 41День назад
Leaonard and Les Vanguard 23 hp Osh Kosh 2024
330d - VG23air - CORRECTED Addendum - Temp Differentials
Просмотров 23День назад
330d - VG23air - CORRECTED Addendum - Temp Differentials
330c - VG23air - Addendum - Temp Differentials
Просмотров 14День назад
330c - VG23air - Addendum - Temp Differentials
330b - VG23air - Addendum - Temp Differentials
Просмотров 8День назад
330b - VG23air - Addendum - Temp Differentials
330a - VG23air - Addendum - Temp Differentials - Cerakote info from a Certified Applicator
Просмотров 28День назад
330a - VG23air - Addendum - Temp Differentials - Cerakote info from a Certified Applicator
333 - VG23air - CERAKOTE - Product Selection Summary - Heat Management - Enhanced Lubrication
Просмотров 3814 дней назад
333 - VG23air - CERAKOTE - Product Selection Summary - Heat Management - Enhanced Lubrication
332 - VG23air - g loading on wooden firewall
Просмотров 4114 дней назад
332 - VG23air - g loading on wooden firewall
they have its called a Jabiru 3.3 doesnt rev stupid like that one though.
3300 cc i want 700
Total hours, if rib caps are on the wing, is 12 man hours to a flying plane, and fire risk versus painted is zero. and it weighs less
facebook.com/groups/128242405510822/posts/870371151297940
He doesn’t crash into a bus the video shows him getting away 😂
wth in to a bus too O_O
The tow truck operator suffered minor injuries and refused medical attention at the scene. A 62-year-old male inside one of the parked vehicles suffered minor injuries and was removed by EMS to NYU Langone Hospital- Brooklyn in stable condition.
www.thedrive.com/news/ny-man-resisting-tow-steals-the-truck-and-destroys-his-own-car
I just got off the phone with IVO props about getting current state back from the prop about pitch. That might or might not work. But he claims that part 103 doesn't allow in flight adjustable props. I know it's currently against LSA, but I can't find anything about part 103
they absolutely are allowed lol thats why they SELL AN ULTRALIGHT IVO PROP
you can put a 1000 hp turbine on an ultralight, if you can make weight stall and top speed limits
you cant put an ivo prop on a 103 IF IT CAN BE SET TO BREAK THE SPEED LIMIT, that means, it must be physically or otherwise restricted to a pitch that cant speed and cant be over ridden from the cockpit while in flight
the reason the ivo prop cant be LSA is the same reason no retracts, it makes it a COMPLEX AIRCRAFT
@@vg23air Those are my understandings of the subject. That is why I was asking about pitch data back to the engine computer to stop an illegal configuration. But that's what the told me.
no kitten
thats pretty lit
Well being that I can't afford the other stuff, i guess ill be happy the fuselage isn't covered.
You are not alone. 5 grand to cover wings is crazy.
@@kennethwallace5168 and the tail :)
@@kennethwallace5168 building a legal 103 aint cheap :)
@@kennethwallace5168 once i cover the fuse probably closer to 7k
@@kennethwallace5168 i did the math it drops 4.5 lbs when done
ruclips.net/video/W9B0B_bpJT8/видео.htmlsi=DY1cxvGkbXzrS0Qx
Won't be ready if you have to rib stitch...but I get your point.
his was ready cause he had rib caps :)
They also make stuff used on rc planes, I guess that's why the name was familiar.
yep, thats what i used in the 80's on models while other guys were doing fabric dope and paint. my models were ready in a day, theirs took weeks then they were afraid to fly them due to the level of effort involved in the build (hangar queens). ORACOLOR, it is a plastic. This is a fabric. But yeah been around for a long time.
@@vg23air I started flying in like 85 and we were well into the monokote days by then
@@clytle374 yeah, i said oracoat but thats paint, its oracover, monokote was patented in 1968 in the usa, oracover was patented worldwide in 1985 and is a completely different product that does basically the same thing. LANITZ-PRENA FOLIEN FACTORY GmbH, LANITZ-MODELLBAU in Berlin, was founded in 1975. Initially LANITZ-MODELLBAU produced and marketed model aircraft kits and accessories. Already in the late 1970s we distributed the first mass-produced ready-to-cover model airplanes, to be followed by the first ARFs. With the mass production of these ARF ranges the weak points of conventional covering films became obvious. But when they created oracover in 1985 they stopped all model stuff and went into the cover business with an eye to making covering for real planes. 1995 - Fusion of the sites Berlin and Leipzig 1995 the decision was made in favour of a merger between LANITZ-MODELLBAU BERLIN and PRENA-WERK LEIPZIG GmbH, with the new company name LANITZ-PRENA FOLIEN FACTORY GmbH reflecting the new facts. 1998 - Development of UV-blocked special polyester films Also in 1998, we developed UV-blocked special polyester films for applications in general aviation. 2009 - First covering ORALIGHT® film In 2009, we developed the first covering ORALIGHT® film. Now called Oratex
vg23air, awesome video you deserve more subscribers
thanks, but not many can take my insanity :)
I was unfamiliar with rib stitching, and did some research on the subject. Looks like a few people do it on the legal eagle, but most don't. Of course it has rib caps. I was wondering how much weight it adds. I agree that stitching though the entire wing seems way better, but even if you didn't it wont pull the ribs apart anymore than gluing to the rib caps do. Dang, that covering you are buying is expensive.
the difference in stitching the top on wood, and the cap strip, the cap strip would spread the load across the top off the rib, the stitch would concentrate it in one area. Might pull a glue joint apart.
$$$$ yep, half the weight, no sanding primer painting, wont burn, less likely to puncture from moose antlers and dents instead, heat fixes it. Damage can be fixed in an hour versus days with standard covering. Can do it in your kitchen, no cancerous MEK and other chemicals requiring fresh air respirators
Looks like a few people do it on the legal eagle, but most don't. Of course it has rib caps. YEP, so the issue there is weight, what weighs less, caps or lacing process. Which one is more labor ? If I were doing a legal eagle rib and capped it, I probably wouldn't lace it, I would investigate the weight trade off and if lace was lighter I might make the ribs without the cap (rib redesign) and lace it. I WONDER WHAT THE WIDTH OF THE LE CAP IS ???
@@vg23air Interesting stuff. The legal eagle doesn't cover the fuselage, so be a little cheaper for me. Less weight is is the name of the game. Don't know for sure if MEK is safe... At least it doesn't cause cancer. I bet I burn more solvents each day than you've ever seen. ;)
Thats what your predator engine is for
On review, if they hadn't added that 3.75% charge, it would have gone through. I am now trying a bank wire instead to avoid that OBSCENE 150 dollar convenience fee.
Thanks.
Be ballsey, coat one head and cylinder and leave other one naked. Measure CHT differential inflight. I doubt the block will matter one way or the other. Might look boss though.
I think the idea behind the coating is to improve what is called black body radiation, as opposed to conduction or convection. The question is whether the conduction of the coating is good enough that it doesn’t degrade the Convective cooling of the aluminum surface. My guess is it would be an overall net improvement., but whether it is measurable in Real world scenario is a different question. in general, the higher, the heat differential between ambient and the object, the more worthwhile it is.
Very good question. I've been asking myself that since it was discussed earlier. Even a conductive coating is an insulator compared to nothing. Again I think emissivity which is something you use in a vacuum tube to get the heat out of the glass bottle with infrared radiation, or to cool radiators in space where there is not air for conduction, like in the vacuum tube. Most things don't work well in that mode until they are nearly glowing hot.
Has there been any consensus on what RPM/power level the cranks break? I got set on the Briggs a while back, definitely a good engine, I'm sure there are other good engines out there. But another question is of the other good engines, how many of the ones coming off the assembly line are good? Lots of unfortunate things can happen in aluminum molding.
I haven't found any issues with the crank and racers are getting 90 hp at 10k rpm. The only issue I found was vehicle racers find rod bearing issues if the 1 inch crank is used versus 1 1/8 inch crank. I haven't found any complaints about the engines failing off the assembly line.
@@vg23airI didn't realize it was all the 1 inch cranks, just thought it was specific ones. Figuring out what engine parts numbers are seems almost impossible, why do they not publish a decoder ring for the part numbers
HEY VG23AIR. First off. STELLAR R&D on this twin engine. Great info to know. Couple question. 1... What is the prop thrust going to do to the main crank bearings? What is your max rpm that you are running on your prop on this engine? I noticed your head and cam combo really comes on around 4500-5k rpm. ALSO....Does the Briggs 993CC engine use the same block and just stroked and cans punched out? It almost looks like the same case. Thanks again for all your har work. I will most likely be getting a Hummel UltraCruiser and very interested in this v twin engine, and possibly the 1/2VW. I am well versed in building full sized vw engines, especially type 4. Mike
no thrust bearing we use redrives, max rpm, depends on user hp needs, rotax 277 to 503 dcdi = 4,000, 5,000 rpm, max is 7500 rpm using carrier heads with carrier stock springs or 10,000 with beehive springs. but need different redrive ratio, small block big block different factories in georgia, big block is too heavy for part 103. max hp made by racers with the 23 is 90hp
ruclips.net/video/FFwCI2bZTfQ/видео.htmlsi=TLhL3FOHd17cUOKC
for my high hp ace aviation made a redrive for me, 1100 dollars, designed for 50 hp and uses a toothed belt to eliminate slippage. very lightweight.
ruclips.net/video/g-3CWN47ZdU/видео.htmlsi=3wqovd5irKMZhrD9
ruclips.net/video/EOl6iDufXOQ/видео.htmlsi=EDbvQUJu9ubWBo9Q
big boy O_O
not the enterprise :O looks like a pontiac sunfire
nice :)
That back plate should weight about 1.63 lbs, mine is about 3.58 lbs. I can get surface area measurement to do weight calculations, but having a problem getting volume from cad right now. I'll update the forum with the latest design when I get a bit of time. I'm using 1" plate, could shave it down a lot going to 3/4", but I'm probably asking a more from the plate. As soon as I get a proper design I'll play with FEM analysis on the mount. I'll be missing absolute numbers for any sort of real testing, but I can identify where stresses concentrate and add/remove material accordingly. I'm totally confident that it's plenty strong, unless I find a harmonic of the system in within operating RPM range.
Finally got FreeCAD to spit out cubic inches of my aluminum mount/redrive, 3.82 lbs.
cool the way i got volume was to send it to a slicer for a 3d printer and it gave the cubic amount used and i multiplied it by the weight of a cc of aluminum
Thanks
Thanks, now I can calculate how much weight my mount would add.
Ignition timing is one of the things that worries me the most. I understand why it was such a breakthrough when they were able to sense pre ignition though the spark plugs.
Carrier looks to make rods "Vanguard 4.262 rods for billet pistons (2 req)" If I post a link here youtube automatically deletes it. But on of the pics show a bearing on the table, so maybe it does take a bearing.
yes but they arent discussed because , 1- they are heavy 2- he doesnt have any 3- when he had them he didnt have bearings
Thanks. Answers the question and then makes me have more questions. LOL. I might have to get he software to play with it. It's very cool it's able to model the pressure waves and allow for tuning the intake and exhaust to get them at the right places at the right times. Last time I looked into it it was still a basic formula that Pontiac derived in the 60s. Lots of rod and main bearings are softer materials like copper, tin, and even aluminum. But I never seen any that were ferrous. If you are not floating on oil, it's over quite soon.
their math in the 150 dollar program is a scaled down wave form, for 600 dollars you get it all and it designs the exhaust to spec
@@vg23air As a hard core Linux user that might be an issue. But it's capabilities seem very impressive. We'll see how it compares to the real world engine.
ruclips.net/video/42XlX5B8P24/видео.htmlsi=DwRz0n70om7NpQUI
ruclips.net/video/QqgbeWpR4U0/видео.htmlsi=LqM6LZ2nwgnTrh-T
Similar programs have been used. They typically report higher than actual performance.
Thats why prior to purchasing, we entered a dozen known engines cars motorcycles airplanes and lawn mowers, and it came out close to dead on. Then we coughed up the cash
Just curious - I do live in Virginia. if my ultralight is domiciled out of state but trailered to fly in Virginia on a regular basis, do you think Virginia will give me trouble? I can keep it in Pennsylvania.
the law is for those kept in Virginia. With that said said and knowing Virginia like I do re cars and taxes, make sure you have some documentation with you to stop them at ground zero, like maybe some pics of the hangar etc. I thought about keeping mine in West Va about 10 miles from here as well.
Or... check out the registration process for either USUA OR EAA and see if the registration for the plane will have an ADDRESS on it, then it would be REGISTERED and have an ADDRESS, EAA is the cheaper option. The issue is you will have an EAA address for you, but you want the plane address to be PA, you will have to check and see if that works on EAA paperwork. The EAA is free for members, the USUA charges on top of membership
I wonder if anything would happen if it was reported. This guy has to be taken down.
i reported it live, cops were too slow, I then went to the magistrate, he refused to let me swear out a warrant, was too long ago now. At the time my only option was to have my attorney sworn in as a special prosecutor and charge him that way. I moved on and relied on karma.
we had a head on 5 days ago, the offender was air lifted, rumor has it, might have been this guy, crossed the line once too many times. (thats why this video was posted, it was done to place on fb where the accident is discussed locally). I installed dashcams because of this one guy.
@@vg23air get a rear cam too
That was my question, thanks. I don't see any of those online calculators having a chance at getting a real number with that much data. I have been thinking that the difference between static and dynamic compression ratio would just be the Static Ratio X Volumetric Efficiency = Dynamic Ratio Sounds right, feels right, but I don't know now that we're discussing it. I agree keeping it down is a good idea. A shorter rod would increase deck clearance with the same piston. I'm not versed in the parts that well yet. I didn't realize the carrier rods don't look to have bearings? There are aluminum alloys that make very good wear surfaces, mmmm, I don't know
you have to keep the quench at 0.050 - 0.650 for aluminum. rod length is limited by availability and it causes other issues (offset pin, piston slap, directional piston installation)
dynamic will always be substantially less than static. i can configure for 11:5 to 1 but the dynamic is less, originally, it was coming out at 11.5
@@vg23airoh yeah, valves are still open some part of the compression stroke. Seems like volumetric efficiency would still play a role in the calculation, maybe it's small enough to be negligible
@@clytle374 VE does play, the DC changes through the rpm range, thats where tuned exhaust comes in (or boost)
@@clytle374 valve overlap and intake close point, more you have the lower the DC, except overlap also drives up DC when the exhaust is tuned for a specific rpm (takeoff)
Have that video in my watch later list. Been meaning to ask what was your design point on static compression ratio?
ruclips.net/video/sizWlmkKWK0/видео.htmlsi=Jc-eNxUVGnwXUyl2
ruclips.net/video/MPg4mAn-jYk/видео.htmlsi=wLAdoxa8RmZ00CAJ
That was the math error I was talking about. No big deal. But rejecting the heat is a big deal.
yeah, once you pointed it out i did it differently and see you cant just factor the differential
@@vg23air You can, but you have to subtract the 32 degree offset from the scale.
If my decades old memory is correct much of the heat transfer to the piston and heads is through infrared radiation and nearly instant. So if you deny that transfer from happening the combustion chamber pressure is increased therefor more power. My statement earlier this morning neglected that very important fact. I need a breathalyzer on my computer to check for proper caffeine levels before posting.
lol
dynosim6 (almost 4.8% more power @ takeoff) uncoated 44.39 hp @ 4600 piston or chamber coated 45.43 hp @ 4600 both coated 46.52 hp @ 4600 EDIT - ADDED 7.2% ON THE STOCK MODEL WITH STOCK HEADS, this would be the 30hp version
I think you did the math wrong at the end, lol ;) I think the biggest gains from the coating aren't going to be measurable by people like us. IMO the real gain is dropping the temperature at the surfaces of the combustion chamber and helping with detonation and preignition. What was the targeted static compression ratio?
I didnt estimate any power gains from the coatings, but dynosim6 did, and it estimates more if both sides are coated.
@@vg23air I mean your conversion from C to F
i dont see where the math is wrong at the end
@@vg23air Can weight the redrive mounting plate for me? Doing a weight analysis of my mount and redrive, everything else should be the same
@@clytle374 i used google :)
I'm so interested In what kind of temps you get when running. Kinda guessing that you might end up over cooled
i cant see anything getting over cooled even in winter :)