Issue 80 Page 1

CONTACT! ISSUE 80 PAGE 1 I’m writing this from the “comfort” of a coach class, California-bound, American Airlines MD-80, after PO BOX 1382 spending a week in Lakeland, FL, Hanford CA 93232-1382 AKA Sun ’n Fun 2005. This is my third year attending SnF, and it was United States of America by far the best experience to date. 559-584-3306 Perhaps the biggest reason it went well for me was that this is the first [email protected] year that I had full-time help in the booth. During the two previous Volume 14 Number 2 years, I went solo to the event and Mar– Sep 2005 Continued on page 22 Issue #80 From left to right: Associate Edi- tor John P. Moyle and Managing MISSION Editor Patrick Panzera manning CONTACT! Magazine is published bi-monthly by the CONTACT! Magazine booth at Aeronautics Education Enterprises (AEE), an Sun ’n Fun 2005 Arizona nonprofit corporation, established in 1990 to promote aeronautical education. CONTACT! 3 Revmaster R-3000 Engine promotes the experimental development, expan- 10 years in the making, this new engine is about to hit the market and sion and exchange of aeronautical concepts, information, and experience. In this corporate age take the 100hp engine genre by storm. of task specialization many individuals have cho- By John P Moyle sen to seek fresh, unencumbered avenues in the pursuit of improvements in aircraft and power- 12 Meet Joe Horvath plants. In so doing, they have revitalized the pro- gress of aeronautical design, particularly in the A brief sidebar on Joe and his background with the VW engine general aviation area. Flight efficiency improve- By John P Moyle ments, in terms of operating costs as well as airframe drag, have come from these efforts. We 13 Revflow: Innovations and improvements fully expect that such individual efforts will con- tinue and that they will provide additional incen- Descriptions and details of the inner-workings of the Revflow vari- tives for the advancement of aeronautics. able-jet, injector carburetor. By Joe Horvath EDITORIAL POLICY CONTACT! pages are open to the publication of these individual efforts. Views expressed are 15 How fast are you really going? exclusively those of the individual authors. Ex- A whimsical look at the effect of stagnation temperature rise as perimenters are encouraged to submit articles speed increases and how that may be misleading you into believing and photos of their work. Materials exclusive to that you are going faster than you really are. CONTACT! are welcome but are returnable only if accompanied by return postage. Every effort By Paul Lipps will be made to balance articles reporting on commercial developments. Commercial advertising is 16 The BMW R1100RS Motorcycle engine not accepted. All rights with respect to reproduc- Mysluk, Konstancin of Poland, reports on his direct experience with tion, are reserved. Nothing whole or in part may be reproduced without the permission of the pub- converting and flying behind this elegant motorcycle engine. lisher. 20 Planning Your Charitable Giving SUBSCRIPTIONS CONTACT! Magazine supporter Percy Lorie III offers a little food for Six issue subscription in U.S. funds is $24.00 for USA, $28.00 for Canada and Mexico, $40.00 for thought by way of the second in his series of informative articles. overseas air orders. CONTACT! is mailed to U.S. addresses at nonprofit organization rates mid 23 John O. Thompson's EA-81 powered Kitfox IV-1200 January, March, May, July, September and No- John Thompson’s story of converting a Subaru EA-81and fitting it into vember. Please allow time for processing and delivery of first issue from time of order. the nose of his beautiful Kitfox. By John P Moyle ADDRESS CHANGES / RENEWALS The first line of your label contains the number of The Loss of a Grand Gentleman; A tribute to M.C. “Bill” Harrold your last issue. Please check label for correct- ness. This magazine does not forward. Please By Jess Meyers notify us of your date of address change consis- tent with our bimonthly mailing dates to avoid On the cover: John Thompson’s Kitfox over California’s Central Valley. missing any issues. Photo by Pat Panzera. Special thanks to Don McKinney of Hanford, CA, COPYRIGHT 2005 BY AEE, Inc. for providing the photo plane, a beautiful Aeronca Super Decathlon. CONTACT! ISSUE 80 PAGE 2 Photo courtesy of Revmaster Aviation By John P Moyle was the fully assembled engine offered with the Q-2 kit Photos by Pat Panzera from Quickie Aircraft Corporation. That “fast glass”, two- seat, tandem wing was immensely popular during the There is something new and very exciting happening at early 1980’s and still has a healthy following even though the Hesperia airport (L26) located in Hesperia, California. the kit has been out of production for almost 2 decades. A completely new, experimental aircraft engine has been Its stunning good looks and outstanding performance, on designed and is being manufactured. It’s in the highly such little horsepower, made it the darling of its era. desirable 100+ horsepower class, which should fit into a large segment of experimental aircraft including many In time, as is so common with experimental aviators, the Light Sport Aircraft category candidates. owners of these sleek little planes began to desire even greater speeds. Revmaster provided a turbo-normalized A BIT OF HISTORY 80 HP version of their 2100 c.c. engine (R2100DT) to Revmaster Aviation is best known in the experimental meet that need, as well as offering an electronically- aircraft community as a major producer of air-cooled governed, oil-actuated, constant-speed propeller. Finally, Volkswagen automobile engine conversions. To date, the movement towards Continental O-200 powerplants Revmaster has converted and delivered over three thou- for the “Q” took place and the associated increased sand of these engines. Many light aircraft, such as the gross weight mandated a new canard with a stronger Rand Robinson KR series and other popular designs, spar. The altered plane was christened the Q-200. Build- were conceived with engines like these in mind. A turbo- ers of other VW-conversion-powered aircraft designs, charged version of an early model Revmaster engine, also seeking higher performance, seemed to follow suit. complete with a constant-speed propeller, powered Ken Rand’s original KR-2 at speeds up to 190 mph at 14,000 Back then, the O-200 was abundantly available in mid feet MSL. TBO condition at a fairly reasonable price. Those days are long past and the remaining choices for less costly The Revmaster R-2100, a 75 horsepower, naturally as- engines in the O-200 class are few, with the cost figures pirated, direct drive, air-cooled, 4 cylinder boxer engine, having escalated rather dramatically. A very limited num- CONTACT! ISSUE 80 PAGE 3 ber of alternative engines are available which can pro- Horvath’s shop. Each component that is being created vide the sought-after horsepower, in a usable form, at an for this engine is being handled as if it were going to be affordable price. FAA certified. The “birth certificate” of individual pieces follows it through the approved procedures with careful ADDRESSING THE SITUATION notation of date and time, material source, batch num- Joe Horvath, founder and president of Revmaster Avia- bers, processes carried out, and the technicians in- tion, probably has more experience than any other indi- volved. Mr. Horvath has properly laid all the groundwork vidual person in the field of converting VW engines for for this engine to join the ranks of FAA (and other na- experimental aircraft. With over 30 years in the business, tions’ controlling-agencies) certified powerplants, should the impressive volume of his production cannot be chal- he choose to pursue that option in the future. lenged. When aircraft designers and builders wanted more power from their VW-based engines, Revmaster responded; but there can be no argument that extracting greater power from small displacement engines takes its toll on component lifespan. The cylinder heads and piston crowns can reject only so much heat unless funda- mental changes are made to the amount of cooling fin surface area and piston alloys, etc. Eventually, the only reliable solution becomes additional displacement, as we’ve heard it said many times, “There’s no substitute for cubic inches”. The constant demand for increased performance made Joe look hard at the Type IV Volkswagen engine as a possible conversion. This 1.7 to 2.0 liter, air-cooled, 4 cylinder boxer engine is mostly known for its use in the VW Bus (Transporter) and the Porsche 914. But there are problems with these engines which are not easy to resolve, such as the availability of serviceable cores (as well as limited after-market parts) and the cost to over- haul in general. While some of these engines have been converted independently (up to 2800 c.c.’s) and are cur- rently flying successfully, these too have failed to gain strong acceptance from the EAA faithful. Mr. Horvath began to consider the prospect of applying his knowl- edge and experience to a completely new design with none of the compromises and restrictions that come with conversion from other applications such as the automo- tive realm. A new R-3000 crankcase attached to a traditional VW BUILDING AN EVOLUTIONARY POWERPLANT engine stand awaits final assembly. It eventually became apparent to Mr. Horvath that he could indeed create a 3.0 liter displacement engine ca- CRANKCASE pable of delivering well in excess of 100 hp. He calls this Using permanent metal molds, the case is cast from development an “evolution” of his prior experience with Elektron ZC63 magnesium alloy.

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