Peter Cowan/Lexi Cameron wrote:

Here is one more for the list. It is a Bakeng Duce (I don't know how to spell it or pronounce it, a 1285 lb parasol Cessna 150 wing dual open cockpit) with an early 6 port 13b, Racing Beat intake manifold to Delortto carbs, distributor ignition,  RB exhaust to a couple of cannister mufflers (but still way too loud, hence my last questions on noise measurements) 74" metal prop on a mazda truck transmission. The project was started over 10 years ago and has been flying for a couple of years near Montreal but only has 30 hours on it.

This is my first experience with an open cockpit airplane. In freezing temps on the 4 hour flight home it was pure torture even with a snowmobile suit, helmet and gloves. Engine cooling was not a factor. Pilot heating was. With a 35 knot head wind, transport trucks were passing me. At 4500 rpm it indicates about 85mph.

Living in southern Canada I agree that this is not the most practical machine to buy in October but it is going to really speed up my production of the optimum rotary for me. My primary reason for acquiring it is to use it as a test bed for noise reduction, prop sizing, packaging issues etc. I'm 60 and I don't want to be out of license before I have a flying rotary.

Will get some pictures within a week or so (My digital camera quit).
Peter.

Wow Peter you are pretty brave flying an unknown rotary powered airplane four hours over
the Canadian bush :-) 

Did you do a compression test before you took off? A cold pressure test of 
the cooling system? That Mazda truck transmission sounds dangerous particularly
with a metal prop. What diameter is the prop shaft coming out of the truck
transmission? I suggest getting a Ross or one of Tracy's gear boxes as soon
as possible. Lacking that please magnaflux the output shaft if that service is
available near where you are. If you fly it again don't do any violent
maneuvers and that includes stalls. Turbulence is also hard on prop shafts.

Paul Lamar
 
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