Bruce A. Frank
January 28th 05, 07:28 AM
Kenny has too many projects and just no time to finish this one. The
prop mentioned below is the McCauley 8467 two blade. Most builders using
the Ford engine find a need to repitch it to 72-76" to keep engine below
self imposed redline of 4800 rpm.
Hi Bruce,
Enjoyed the conversation and appreciate the info on the newsletters and
Ford V-6 program. I will assemble specs on my V-6 project, detailing
work accomplished and materials and parts available for completion.
Should you happen to speak with someone interested, the following is a
brief synopsis of my project:
1958 Piper Tri-Pacer, fuselage extended 30”, new main gear (resembles
C-180) with Maule tundra tail wheel, 18” extension each wing with
reinforcement on front & rear spar, left front door not yet assembled,
instrument panel 4” forward (Maule), baggage compartment extended (74”
from back of front seat when forward to back of baggage compartment).
Cleveland wheels and brakes, Ford engine mount on aircraft with engine
mounted, the “TriPacer hump” disappeared when longerons were welded on
each top corners of fuselage, front to rear. Tail feathers essentially
same as M-5 Maule to increase area about 27%. Need one more horizontal
stab and elevator and vertical stab and rudder.
Engine is a 3.8 Ford V-6 from a 1988 Ford T-bird with 15,200 miles
(rolled over and engine stopped). Completely rebuilt and balanced by
Atlanta Speed Shop. When engine delivered to shop, piston clearance was
..020-.025, factory cross hatching very visible. Engine honed to provide
..065 clearance with 10.1 Wiseco racing pistons, black iron rings,
Clevite/Michigan 77 bearings, cam reground in Detroit to put power and
torque curve at 4800 rpm when swinging a C-175 aluminum prop. Heavy
duty valve springs required new push rods (titanium). All pistons
balanced to within one gram, each rod end balanced and total rod
balanced to one gram. Crank with harmonic balance and starter ring
balanced. Intake manifold prepared to accept new Holley 500cfm
electronic leaning carb (designed for Pikes Peak Hill Climb). Water
pump modified by ????in Kansas City for increased endurance/reliability
and greatly enhanced flow. Distributor modified for dual electronic
ignition…etc., along with others facts I don’t recall.
Cessna 175 prop overhauled, new fiberglass nose bowl, wheel pants & wing
struts. All aluminum stripped from aircraft at beginning of project is
available (sold engine). The 2:1 Blanton reduction unit has been
mounted to engine and aircraft one time with no run time. Heavy duty
engine mount welded by someone almost as good as Bruce.
There are many other associated items necessary to complete the aircraft
as part of project…such as fuel tanks, all instruments from original
aircraft!!!,several pulleys, several instruments and gauges.
I will soon prepare a more accurate list of associated parts, equipment
(such as new aluminum radiator for this project).
Should you have anyone interested ask they to contact me at the numbers
below.
Thanks Bruce,
Kenny Cobb
1188 Williams St
Boaz, Al 35957
Cell 256-2987777
Hgr 256-5820023
--
Bruce A. Frank, Editor "Ford 3.8/4.2L Engine and V-6 STOL
Homebuilt Aircraft Newsletter"
| Publishing interesting material
| on all aspects of alternative
| engines and homebuilt aircraft.
prop mentioned below is the McCauley 8467 two blade. Most builders using
the Ford engine find a need to repitch it to 72-76" to keep engine below
self imposed redline of 4800 rpm.
Hi Bruce,
Enjoyed the conversation and appreciate the info on the newsletters and
Ford V-6 program. I will assemble specs on my V-6 project, detailing
work accomplished and materials and parts available for completion.
Should you happen to speak with someone interested, the following is a
brief synopsis of my project:
1958 Piper Tri-Pacer, fuselage extended 30”, new main gear (resembles
C-180) with Maule tundra tail wheel, 18” extension each wing with
reinforcement on front & rear spar, left front door not yet assembled,
instrument panel 4” forward (Maule), baggage compartment extended (74”
from back of front seat when forward to back of baggage compartment).
Cleveland wheels and brakes, Ford engine mount on aircraft with engine
mounted, the “TriPacer hump” disappeared when longerons were welded on
each top corners of fuselage, front to rear. Tail feathers essentially
same as M-5 Maule to increase area about 27%. Need one more horizontal
stab and elevator and vertical stab and rudder.
Engine is a 3.8 Ford V-6 from a 1988 Ford T-bird with 15,200 miles
(rolled over and engine stopped). Completely rebuilt and balanced by
Atlanta Speed Shop. When engine delivered to shop, piston clearance was
..020-.025, factory cross hatching very visible. Engine honed to provide
..065 clearance with 10.1 Wiseco racing pistons, black iron rings,
Clevite/Michigan 77 bearings, cam reground in Detroit to put power and
torque curve at 4800 rpm when swinging a C-175 aluminum prop. Heavy
duty valve springs required new push rods (titanium). All pistons
balanced to within one gram, each rod end balanced and total rod
balanced to one gram. Crank with harmonic balance and starter ring
balanced. Intake manifold prepared to accept new Holley 500cfm
electronic leaning carb (designed for Pikes Peak Hill Climb). Water
pump modified by ????in Kansas City for increased endurance/reliability
and greatly enhanced flow. Distributor modified for dual electronic
ignition…etc., along with others facts I don’t recall.
Cessna 175 prop overhauled, new fiberglass nose bowl, wheel pants & wing
struts. All aluminum stripped from aircraft at beginning of project is
available (sold engine). The 2:1 Blanton reduction unit has been
mounted to engine and aircraft one time with no run time. Heavy duty
engine mount welded by someone almost as good as Bruce.
There are many other associated items necessary to complete the aircraft
as part of project…such as fuel tanks, all instruments from original
aircraft!!!,several pulleys, several instruments and gauges.
I will soon prepare a more accurate list of associated parts, equipment
(such as new aluminum radiator for this project).
Should you have anyone interested ask they to contact me at the numbers
below.
Thanks Bruce,
Kenny Cobb
1188 Williams St
Boaz, Al 35957
Cell 256-2987777
Hgr 256-5820023
--
Bruce A. Frank, Editor "Ford 3.8/4.2L Engine and V-6 STOL
Homebuilt Aircraft Newsletter"
| Publishing interesting material
| on all aspects of alternative
| engines and homebuilt aircraft.