Rodger Hilyard wrote:

Paul wrote:


Where did you get your single rotor? Sounds like it was
improperly balanced. You can not use the stock balance weights.
The weights must be large enough to make up for the weight of
the missing second rotor.

Rodger Writes;
The weights must add only the extra weight lost from the off axis
mass removed from the second rotor e-shaft eccentric removal.

 Each original balance weight compensates for 1/2 of the rotor/oil
weight.  Using the other balance weight, rotated 180 deg, and
adding 1/2  the mass X arm (equivalent) lost to " eccentric shaft
off axis mass" removed, to each balance weight will give balance.

 The oil weight unbalance at low rpm's due to the loss of
oil weight symmetry with loss of the second rotor can be some what
mitigated by a higher rate oil pump to fill the rotor at lower rpm's..

 This is not exactly how I did mine but the principal is the same.

 I made a combination balance weight / prop flange/ taper hub,
that helped capture a Timken double taper roller, thrust and e-shaft
positioner bearing.

 The engine ran without noticeable vibration at rpm's above 1500
before addition of the high capacity oil pump, and quite well as
low as 1200 rpm after new oil pump.

 The engine dynamics were monitored with four accelerometers,
one X axis and one Y axis on each end housing.

The power impulses and Anti power pulses were clearly visible
and closely followed manifold pressure at all power levels and
rpm's.

 The problem, for me, came at idle, where the engine mass is unable to
damp the rotational shake imparted to the engine block. The
engine accessory's and air frame, take a pounding.

My direct drive was stout enough to take this beating without
any sign of failure, but a gear reduction unit would take exception
to such abuse and to get the horse power's thrown around here,requires
a reduction drive.

 
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