Brodak K & B 40

i have one of these NIB and was wondering what kind of airplane would suit it? would anyone care to share their experiences, set ups and aircraft they've used, thanks.

Bryan....
Those were/are great engines, although about 25% too heavy. Build almost any .40 sized plane...maybe shortening the nose 3/4". We found that theae work super "spun up", with an APC 10 1/2 X 4 1/2 prop.

See Ya

LAST EDITED ON Oct-16-04 AT 05:04 PM (CDT)
 
I would try to sell it. I still have one, used. A .40 LA-S or .46 LA-S is a much better engine. If you decide to use the K&B, the venturi is not a good design, with the taper in the lower bore coming right up to the NVA, and should be replaced. Straight works. About .290" works, with the .156" spraybar through. Peabody's prop might work. I believe I had best results with an APC 11-5, but didn't try smaller. Mine was on a Humongus. Something smaller would be much better. Steve

IIRC, Windy powered the first Cardinal Profile with one. I have one NIB that is probably going into a P-47 Profile.
Bill <><

I have three of them.

One had the crankcase transfer filled for profile use, as well as the cylinder dropped. I can dig out the specifics, if need be. Works great on a profile, such as a Twister or a Cardinal (done both). A bit heavy, but I liked it. 10.5/4.5 APC, the only prop to use. It burped hard on outside corners before filling the transfer.

Another had just the cylinder dropped. Worked great on my pseudo Geiske Nobler. Same prop, same fuel (10%, 50/50 and 90/10).

Another is stock. Have yet to run it.

Both that ran had real long venturis made for them, and ST NVAs. Both had reduced compression with extra head gaskets. And both suffered from build up of castor on the cylinder, using 11%/11% blended oil. A few swipes with some fine steel wool on the pistton and liner, and they were good to go. After a couple of gallons, they would suddenly go full out lean, or blubbering rich if I tried to slow 'em down. Happened enough times that I went to 90/10 on the oil. Someone told me the buildup caused 'em to get hot and go to town. Seems rright, as it always worked.

The cool part about the engine, is that you can set up six blind nuts for either an OS 40 (or lookalike) and the K&B. It are a little longer (and heavier), but they're interchangeable. Just use the rear set of holes for the K&B, and all is well.

I only used a tongue muffler, and the only prop I ever liked was the APC. I just don't use 'em anymore, because I don't like the weight. The whole package of three engines is available, if someone wants to make me an offer. Do it privately, please, as I ain't running an auction. If someone needs them, they can be available.

They got me thru Intermediate and into Advanced, what can I say? Well, that and adjusting other people's handles while they weren't looking. And burning a lot of fuel with a worn out Twister.

>
>They got me thru Intermediate and into Advanced, what can I
>say? Well, that and adjusting other people's handles while
>they weren't looking. And burning a lot of fuel with a worn
>out Twister.

So THATS how you did it. I wondered why my plane felt messed up at Brodaks!

I'll get you later, Mr Handle Molester}>

Running stock Brodak K&B 40 set-up except for the venturi. Replaced that with a 0.300" ID ENYA. Use the K&B NVA. Prop - 11x4 APC. Tongue muffler (sold by Brodak) and use muffler pressure to tank. Fuel - SIG Champion 15% Nitro, 25% oil (50/50 Castor-Synthetic). Runs a 4-cycle with a break to 2-cycle at the tops. A real nice motor - I like it. In fact, if all goes well, I will be flying with this K&B 40 tomorrow.

Friends have had two of the ABC K&B 40's. One did not run well because of a burr in the spraybar; the other did not run well because of a brass chip between the head and the liner. I was told about the first and discovered the second. I don't need one, but if you gave me a NIB one, I would look it over thoroughly before trying to run it.

LAST EDITED ON Oct-17-04 AT 11:05 AM (CDT)
 
Memory is a scary thing.
IIRC, Mike Garmon was instrumental in the developement of the Brodak/K&B 40.
At the time, Dave Hemstraught and Stan Powell were running the K&B 40 (R/C), which Stan was reworking, in their PT-19 and Dove respectively. Les McDonald had used one in his Stilleto to win one (or more??) of his World Championships. One of his planes is on display at Muncie.
Mike had been working with the "Sportster" (??) line of K&B engines in all sizes to power many of his stunt ships. This led to the developement of the production engine. The R/C version that was sold in the zillions had a Dykes ring, and the ABC set up was to lend more to the expected, effective, life span of the engine before work had to be done to it.
Stan told me that the new engine was "pretty good" compared to his reworks, but that a little work needed to be done to get them like his.
All in all, they seem to be a good engine, disregarding the weight, and need to rev a little more than the reworks, but they are not the same as a low pitch/high rpm set up. Just a higher rpm 4-2 run.
I intend to use mine on my profile prototype for the P-47 Warbird whenever I can get it back on the work bench!
Bill <><

Hi, This engine was the one for which all Brodak's original war birds were designed. That is to say you'd be safe in trying the Fw-190,P51-B, Mauler,Zero, ME 109, etc. I flew one of these engines on the FW-190 and it was just great! By all means try the APC props. They are gradually catching on in the Stunt community! As I recall I used 25% oil in my engine and the Nitro content was between 5 and 10%.

Hi Phil,
Steve Fitton has Mike's original P-51 Warbird. It has the K&B 40, and it still flys great. Aaron flew a very respectable flight in profile down in Marietta last spring with no stick time on it!
Bill <><