> I read an article recently about how Apple is able to take
marketshare
> from similar products because all the peices work well together. It
> reminded me of the marketing discussion here and that someone had
> mentioned making a standard firewall forward kit.
>
> What should be in such a kit?
>
> -Jeff (Jeff Martin)
>
> I believe the most helpful would be an effective, proven cooling
system
> design with ducting and cowl/inlets that maximize efficiency. The
> motor mounts, ignition and PSRU's are pretty much available
already for
> the common applications. Id like to see a bit more about propeller
> possibilities, a better definition of needed engine accessory
> modifications, and a fuel distribution layout for multiple (2, 3,
or 4)
> tanks.
>
> MICHAEL D PARKER
>
> Paul Lamar ...No rotor no motor.
My long term goal is to offer a FWF kit for the RV6A, 7A and 9A
aircraft.
These aircraft share a common firewall. Weight and balance may differ
so
some variation in the motor mount may be needed.
The biggest obstacle for me in deciding to use the 13B was all the
unknowns
(FUD was high). If I had chosen to use a Lycoming all I would have
had to do
was tell Van's which model I had and order the FWF kit. Plans,
directions
and parts would have shown up on my doorstep and all I would have
had to do
was follow the yellow brick road. And I would almost certainly be
flying
much sooner.
I want to provide a similar service for the RV6A, 7A and 9A aircraft
builders. One stop shopping. I will OEM RWS' and other sources'
components.
No need to reinvent the wheel or go into competition with someone who
is
already providing a source for a component. In short, provide a
yellow brick
road to follow.
Of course, for those who don't want to follow the yellow brick road,
or are
building something more interesting than an RV, I will sell individual
components that originate with me. And offer to all whatever advice and
information I can. Right now that is precious little.
Doc Custer
Retired Software Engineer and sometime Audiologist
That's probably the best plan for a FWF engine- one that is common to
the greatest number of homebuilts, and that would be Van's -6,-7, and -9
series.
I'm still on this list, but really busy at work, taking classes,
finishing my PPL, and getting one son off to the Air Force. Work on the
RV-4 is suspended for a couple of months, but hope to have it flying by
this summer.
Brian Trubee
Now here's a subject where I feel fairly at home. Here's two cents' worth:
At Mosler Motors, we put out about 200 firewall-forward kits a year, once we
got them into series production. FWF means just that, plus basic engine
instruments (or nowadays, maybe a calibrated EFIS).
Our FWF kits included firewalls and engine mounts (developed with the kit
OEMs), all baffling, hoses, clamps, fireproofing, cowl, fasteners, spinner,
coolers, exhaust, carb and cabin heat and cables, engine switches and wiring
(with firewall thru-plugs for each side of the wall). We recommended
propellers, too, once we had good combinations developed with the OEMs and
prop makers. We added an installation manual and (later) a video. Some
options included battery boxes, gascolators and mounts, and fuel filters. We
sold a lot of engines that way.
If you want to offer something that will be successful, you need to offer a
complete package. No engineering for the customer to do; just assembly. We
more than quadrupled business the first year we offered FWF kits, and we
doubled again the next year.
The suggestion of picking a popular application is a good one. Any popular
and good-flying airplane that doesn't already have a "brand-x only" deal
with the airframer is good. Approach the airplane's designer or engineering
department, and work with him/her. Make a proper motor mount that fits, that
puts the CG in the right spot (don't forget to integrate cooling, battery,
and accessories), that has proper offset (if required), and correct thrust
line. If you plan to use the water for cabin heat, develop the entire cabin
heat system, including whatever it needs: thermostats, hoses, mounts, fans,
and housings. (Same goes for using a heat muff, for that matter.)
Develop an effective PSRU and prop combination for the specific application.
(You don't want the wrong transmission and tires on a sports car. Your
Corvette won't go fast with VW tires, and your beetle won't go fast with the
Corvette drivetrain, either. Faster, maybe, but not optimal!)
Develop a pretty and effective cowl and cooling system, with simple,
effective baffling and cooler mountings. Develop a comprehensive
installation/inspection manual, and a good set of manuals (installation,
operation, maintenance, repair) for the engine.
Make everything simple to assemble. (Remember -- the customer shouldn't have
to do more than drill a hole or two, if that!) Make it affordable,
repeatable, and reliable.
Then gather tons of test data that is repeatable by real-world
non-specialists with no particular professional-level skill. When you have a
bulletproof package, get it profiled in a respected magazine or two. (They
will welcome your story.)
If you skip any of these steps, you simply won't be able to compete with
those who do a good job on all of them (like Lycoming, Continental, Rotax,
and -getting there- Jabiru). Not everybody can do everything, but there is
significant good work out there, examples of certain aspects' being done
very well: the RevMaster, Wynne Corvairs, Great Plains, Eggenfelner Subaru,
and particularly AeroVee, for instance. If you want to be even farther ahead
on paper, enlist as many independent engineers and experienced builders and
mechanics at every phase, to monitor, document, and suggest improvements.
Did you notice I didn't say anything in particular about the engine? It
doesn't matter which engine you use; you need to follow basically the same
blueprint for acceptance and market success.
After all that, it's up to the superior performance, reliability, and
overall economy of the installation to take it from there. It sounds like
you are on the right track. Good luck!
Tim Kern
In effect the Wankel rotary competes with nothing else in
the world. Nothing is in the same class with the rotary.
That is why they are universally out lawed or severely
handicapped in auto racing. Don't bother comparing it with
any piston engine. Apples and Oranges.
Paul Lamar
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