Monthly Archives: March 2011

More than one way to turn a prop


We all know how a basic prop engine works right? basically its a typical internal combustion engine with a prop driven off the end of the crank shaft. But there are a few more ways to turn a propeller. I had heard the term “turbo prop” for a while, mostly when traveling by small prop planes. I always assumed that meant a turbo charged piston engine, just in an aircraft, not so… In reality a turbo prop is a deceptively simple turbine engine, like a jet, but used to turn a prop shaft instead of creating thrust. huh? It consists of several components: 1 compressor. 2. jet fuel/igniter. 3 turbines. 4.exhaust pipe. It is so simple really; engine starts and compressor pulls air in and forces it downstream where it gets sprayed with jet fuel. Then it ignites and heads towards the tailpipe. before it gets there it turns 2 turbines: one turns the prop shaft and the other turns the compressor shaft. For some reason the exhaust does not produce thrust like a typical jet engine, so it can be directed downward. It needs a basic reduction gear because the turbine likes to turn extremely fast in relation to the desired prop speed. In other words the prop is geared way down so it has a shitload or torque. This type of engine is popular on many short takeoff and landing vehicles for commercial use because the higher initial cost of the plane is offset by the more efficient and less complicated nature of the engine in the long run. here are some pics…

Here is a typical civilian turboprop type aircraft (top). They are also used on larger planes, such as this russian Tupolev bomber(bottom).

Ok, so that is the first two types of engine: piston driven, and turbo prop. there are more ways to turn a prop coming next time…

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two cool events coming up


Big Mountain Run…

and Dixie Roundup…


More F of F


internally supercharged v 12 anyone? don’t worry, if it breaks he has a few spare ones lying around…


Icarus final assembly


Doing final assembly on the hybrid motor for Icarus. Here you can see the special cases made for the continental cylinders. I bought a “blank deck” big bore case from Delkron, then did this to it. The base gasket is an 0 ring that goes in the recessed groove. It is cool because both the head and base connections are metal to metal contact, not floating on a flat gasket surface.

Custom flywheels. 3.5″ stroke evo? wtf? stay tuned.


More Fantasy of Flight


Ok, a few days ago I posted about the private museum, “Fantasy of Flight”, that I discovered in Florida on my way home from Daytona. Here is some more.

Here is me in front of Kermits (the man) F4u corsair, which happens to be my all time favorite prop plane. Best part is, this thing is flight ready. He flies it. whenever he wants. wow.

Here’s me inside his B24 Liberator, which was one of the few planes that was not prepped for flight. I cant imagine how loud it would be fireing that 50 inside an un-insulated aluminum tube, all while trying to yell back and forth to your crewmembers next to you!


Two more bikes I love


Found some good pics of a few bikes I have admired for a while now. The first one is from Nacell, and is an awsome reason to bring me your otherwise gay softail.

This one is still unknown, but I first saw it a few years ago and fell in love.


Yet another reason to do everything myself


Well, I have been putting off letting the world know about the disaster that is CPC, but I figure since Leo let the cat out of the bag so will I. What you see here is the 4th motor I have had to rebuild on account of this shop. There are so many fucked up scenarios I have encountered it is almost pointless to try to list them all, but here are a few: sand inside the motor, breather gear oil screens removed, breather windows enlarged and subsequently “re-timed”, improper piston ring setup, cylinders bored unevenly, compression ranging from 12 to 1 to 5 to 1 with no explanation, “bored” carbs with modified air bleeds that dont work for shit, heads, cylinders and cases decked crooked, and timing so advanced that it blows holes in pistons. Well, The silver lining to all this is that it has forced me to learn more about engines since I essentially had to trouble shoot all of them. The pic here is the last CPC motor to rebuild! I will finally be free! The motor had started smoking about 40 miles after it was “rebuilt”. Since this has happened with all his motors, I knew what to do and didnt sit around crying about it. I just explained to my customer what we had to do. Luckily Scott is a cool as hell dude and didnt bitch either. We discovered a blown head gasket and the same hypereutectic pistons CPC always used. They are good pistons but the ring gaps were always way off. I also knew that the tops of the cylinders were most likely not flat (he mills them down for some reason…more compression?). I ordered a replacement set of stock type cylinders and pistons and we prepared to install them. Once the old cylinders were off Scott noticed a shit load of sand on the flywheels. Fuck not again!

If you look closely at the pic you can see all the little sand pieces in the light. Believe me, there was a ton more sitting in the bottom of the case, and even more came out of several oil passages when we douched it with brake clean. Oh yeah, it of course crossed my mind that it was metal debris from my oil tank (that i made), but a magnet answered that question- sand it was (I dont have a sand blaster). Anyway, all seems good now after we cleaned it thouroughly, and now its preparing to go back together once and for all. Look for it in Sturgis running like a champ!