Review (mpn: 1835CC for sale) 1835CC VW VOLKSWAGEN AERO Engine Hapi Accessory Drive Slick 4216 Magneto. Includes hapi accessory drive with 12v starter slick 4216 magneto. Don't have any history on this engine, picked up at estate sale. Steel tubular engine to airframe mount. Single port heads with manifold missing carb. 69mm stroke crank. 4.3, 14 April 2019 HITRAN Application Programming Interface (HAPI) User Guide Roman V. Kochanov rkochanov@cfa.harvard.edu Harvard-Smithsonian Center for Astrophysics.
Manual Library / Hegeman
Stereo Preamplifier
Specifications
Frequency response: 2Hz to 350kHz
Total harmonic distortion: 0.03% Download paragon ntfs 14.
Gain: 48dB (MM), 10dB (line)
Signal to noise ratio: 100dB (line)
Channel separation: 60dB (line) Navicat lite.
Output: 6V (Pre out Max)
Downloads
flyer - cos
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Reviewed Mar 11th, 2020 by cos
Output: 6V (Pre out Max)
Downloads
flyer - cos
Reviews
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Reviewed Mar 11th, 2020 by cos
This is the famous Hegeman Preamp/phono preamp from the legendary Stewart Hegeman. In the Winter 1977/78 Audio Critic it was hailed as the best preamp under $1,000 and 2nd best at any price bested only by the Mark Levinson ML-1. But in the Fall 79 Audio Critic it pulled ahead of the ML-1 and designated the best preamp/phono preamp available at any cost. The Hapi Two is technically and sonically identical but in a nicer looking case selling for $900 US. An historic preamp and definitely a collectors item. Mine purchased new in 1978 still sounds great today attached to modern DAC and turntable.
Comments
Dragonfly Corvair engine conversion in progress
Hapi Engine Manual 2017
#25955 Here is the deal. I am a retired aerospace manufacturing engineer specialized in advanced composite manufacturing and repair. toggle quoted messageShow quoted textI am not a firewall forward mechanical engineer with system integration experience. I was perfectly happy with my Dragonfly except the engines did not last very long and I could never get to published cruise speed. The climb rate of the 1835 cc VW was also unimpressive. With my soaring experience and the 4 gal average (50 hp) I was able to cover two thirds of the USA between 1999 and 2006 and amass 550 hours of stick time. Four flights over 1000 miles in one day. So thankful that the HAPI prop hub failed during run up before take off into a red tile roof neighborhood. A flight of two Dragonflies lined up at the hold short line out of TOA towards the ocean. Imagine the hub holding one more load for 3 minutes! Needless to say my faith in VW conversions was shaken. I had seen Great Plains 2200s belching oil from case failures at fly-in's and was not too keen on that. My friend and lead pilot took me out to Revmaster where I met Joe H. He detailed the differences between Great Plains engines and RevMaster. Short answer RevMaster produces fully engineered and documented engines professionally assembled and tested to ensure they put out specified hp. With Other converters you get engine parts in a box. Sadly he did not have a bolt on solution to my blown up HAPI or I would have maybe tried that. In 2003 I think I became aware or the Corvair engine. I went to a fly-in and met William Wynne 'The Corvair Authority' and Bob Sutcliff a noted sand drag racer and Corvair engine builder of 300hp engines. WW is an A&P who has been researching and developing the 100 hp Corvair for decades as an alternative to the O-200 Continental for home builders. I came back from the fly-in and during a hangar flying session my Boeing Engineering manager friend related that he used to run a Baha Bug with a Corvair engine up to 8000 rpm with a big Quadrajet on top and header exhaust. He said he had a bunch of Corvair stuff and I bought a case and crank for $100.00 I had Bob Sutcliff do the machine work for a 2900 cc engine. A long time builder in Idaho had to quit building. I bought his airframe with the intention of developing a Dragonfly/Corvair and was proceeding with the plan. I was still flying the VW everywhere and had replaced the tired first engine with a low time HAPI factory built engine. I was on a business trip, OGD to Carson City Nv; Jean Nv for. Fly in; Torrance CA for a conference May 2006. Per the advice of a DAR I scrapped my Dragonfly N157JG and it was no longer an airplane. Between 2005 and 2011 I created my first attempted firewall forward design Dragonfly/Corvair 2700 cc airplane. I tried to keep the lines fair and smooth for aerodynamics. I used the VW layout as a start and followed a noted KR/Corvair builder as guidance and had Williams conversion manual. I also accessed NACA documents and EAA publications for reference. What could possibly go wrong? Per the original Dragonfly firewall forward which had an underslung horizontal Ellison 2 which had performed flawlessly for 650 hours I used that configuration as a template. I believe the radiant heat from the oil pan heat soaked the Ellison during the first 5000 ft then second 3000 ft climb to the boiling point of Avgas at 8000 ft. There are a couple of papers on vapor locking out there I have become aware of. Second try Firewall forward: I prop struck the 2700 cc engine vary hard. In order to be used a complete tear down would have to be done. I still had the 2900 cc sitting on the bench so it became my new 3000 cc waiting to be set on the plane next spring. Carburetor is up draft float MS SPA located behind and below the engine. Lower cowl offset from fuselage increased for more volume and inlets increased in diameter. This is where it is at now. Better climb and faster than original VW. Engine is not being asked to produce more than factory rated turbo 180 hp should last longer. Engine is capable of sustained smooth 3500 rpm making 54' dia. low pitch props match airframe design speed. I can oversee the health of my engine and know how to overhaul it for less than $20,000 The main problem is the weight that far forward of the CG requires counterbalancing to even get in the airframe CG envelope. My Dragonfly weighs 950 lbs. according to the plans that cuts useful load a lot. It is like I have an invisible fat guy next to me. The RevMaster R2300 starts with an Aluminum case which eliminates case failures. There crank /hub design is proven by decades of flying R2200 engines. The heads are their design and designed to dissipate 100 hp of heat verified on a dynamometer. Built in redundant ignition and electrical systems means no extra accessory weight. My brother is replacing his HAPI with a R2300. RevMaster fabricated the engine mount. It could have been a little shorter. Original cowling was sectioned and stretched for new mount and engine. When these two planes are done and flying a real world comparison can be done. On Jan 6, 2020, at 7:24 PM, John W wrote:
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#26021 Why did the DAR suggest you scrap your Dragonfly N157JG? -- Anthony Parker |
#26022 It just is not registered anymore and has not been In years ive never had anybody anything about sctaping it I would tail # was N24DF I think I would use the parts from both build one new one to get the repair certificate. That way you can do all your own maintance and anuals toggle quoted messageShow quoted textOn Apr 8, 2020 7:41 PM, Anthony P wrote: Why did the DAR suggest you scrap your Dragonfly N157JG? |
#26026 To all, toggle quoted messageShow quoted textAn airplane is a pile of parts and a pile of paper forms married together by the FAA. I did not build 157JG in order to make changes I would have to work with the San Diego FSDO and I still could not do my condition inspections because the repairmans certificate had been issued to the builder. Because I was making a major change it was easier to start over. I wrote scrapped on the registration and sent it in to the FAA the pile of parts in my hangar was no longer an 'airplane'. I became the ' primary builder' of a Dragonfly project. The Dragonfly is a plans built airplane and is exempt from the task list form for kit planes. I did not have to submit the form that asks what percentage of tasks was performed by the builder or the kit manufacturer. All of the parts in my hangar were amateur built which is the criteria to obtain a 'an amateur built airworthiness certificate'. There is no regulation that states I have to personally build every part. Just like at Oshkosh when they build a plane in a week no one built most of it. To register it someone has to be declared the 'primary builder'. Because there were no rich people commissioning Dragonflies to be built like Lancair's and it is plans built convincing a DAR it is amateur built is not a problem. 'Government officials' do not work for you the amateur builder. The FSDO's offer free airworthiness inspection services by regulation. Because I worked for the government the last person I wanted to be involved in my project was another government employee. I hired a DAR (who worked for me) to guide me through all the forms required, to do my airworthiness inspection and submit the package to the FAA. He also provided the form for me to apply for the repairmans certificate. My pile of parts got married to the pile of paperwork and a new airplane was born in 2011. I am the manufacturer and have the repairmans certificate for 187CD. Do not read anything into the regulations that is not stated in black and white. If the FAA does not say you can not do something in writing you can do it legally. Regards, One Sky Dog On Apr 8, 2020, at 4:41 PM, Anthony P wrote:
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#26027 Scrapping it does not mean destroying it. It is a legal term to mean it no longer has an airworthiness certificate or registration and is not an 'airplane'. toggle quoted messageShow quoted textOn Apr 8, 2020, at 5:07 PM, kodamacarpentry37 via groups.io wrote:
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#26028 toggle quoted messageShow quoted text On Thu, Apr 9, 2020, 3:48 AM One Sky Dog via groups.io wrote:
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#26030 Thank you very much for the explanation! Makes sense to me. :) -- Anthony Parker |
#26032 One sky dog, Thank you for your clear concise explanation of your certification process. Im getting closer to completing my project. The remaking of my cowling has turned into a colossal labor intense project. Then I can start my engine for the first time. MKIIH On Thursday, April 9, 2020, 03:48:21 AM PDT, One Sky Dog via groups.io wrote: To all, An airplane is a pile of parts and a pile of paper forms married together by the FAA. I did not build 157JG in order to make changes I would have to work with the San Diego FSDO and I still could not do my condition inspections because the repairmans certificate had been issued to the builder. Because I was making a major change it was easier to start over. I wrote scrapped on the registration and sent it in to the FAA the pile of parts in my hangar was no longer an 'airplane'. I became the ' primary builder' of a Dragonfly project. The Dragonfly is a plans built airplane and is exempt from the task list form for kit planes. I did not have to submit the form that asks what percentage of tasks was performed by the builder or the kit manufacturer. All of the parts in my hangar were amateur built which is the criteria to obtain a 'an amateur built airworthiness certificate'. There is no regulation that states I have to personally build every part. Just like at Oshkosh when they build a plane in a week no one built most of it. To register it someone has to be declared the 'primary builder'. Because there were no rich people commissioning Dragonflies to be built like Lancair's and it is plans built convincing a DAR it is amateur built is not a problem. 'Government officials' do not work for you the amateur builder. The FSDO's offer free airworthiness inspection services by regulation. Because I worked for the government the last person I wanted to be involved in my project was another government employee. I hired a DAR (who worked for me) to guide me through all the forms required, to do my airworthiness inspection and submit the package to the FAA. He also provided the form for me to apply for the repairmans certificate. My pile of parts got married to the pile of paperwork and a new airplane was born in 2011. I am the manufacturer and have the repairmans certificate for 187CD. Do not read anything into the regulations that is not stated in black and white. If the FAA does not say you can not do something in writing you can do it legally. Regards, One Sky Dog On Apr 8, 2020, at 4:41 PM, Anthony P wrote:
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