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.
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.
First, Paul, SOUTHERN Ontario is NOT all bush. On the route from Montreal to
near Bellville where I left the plane cause I was too cold to fly any
further, there were almost always farm fields in range. I must admit that a
forced landing due to the gear box was my primary concern.
Not that I can read them but with the plane is a set of xray negatives of
the box that the owner had done. Getting precise details on the gear box was
difficult and I will open it up this winter but "attached" to the output
shaft is a large diameter tubular prop shaft on which is a thrust bearing
and another ball bearing which sits in a thick front plate added to the
transmission.
housing.
My old girlfriends parents lived near Bellville as I recall. Had a
hardwood sawmill. How far are you from Ottawa? My son lives in
Ottawa.
That is very interesting. Perhaps that approach has some potential.
When your digital camera is working and you take it apart I would like
to see some pictures of the bits and pieces.
And, yes, your earlier comments on the forces generated from a heavy metal
prop were constantly in my mind. I plan to go to something lighter soon.
Hopefully a new design variable pitch I've heard is under development
somewhere in internet land!
Butch is still working on it despite personal adversity.
The hub is real heavy but it is very conservatively designed. The blades
are carbon fiber so it might work well on your gearbox. I think it would
be overkill for a slow airplane. Sorry Butch to lose the sale for you :-)
The other worry is the long exhaust which has some bracing but needs more.
And on the subject of exhaust, the owner gave me a "silencer" for want of a
better name that bolts into the end of the last cannister. The design is
very similar in concept to one that was available for model airplane
engines: a series of closely spaced plates mounted transversely to the flow
of the exhaust with the last plate solid so that the gases have to flow
outward between the plates (pictures soon).
That sounds like a Super Trap muffler designed by our friend Dr. Moller.
When I get it home I'll pull out the FWF package and take it home for the
winter.
You are going to love the rad ducting setup. It is quite simple: there is
none. Pictures soon!
None worked real good back in WW I. Not a bad way to go for a slow airplane.
Full dynamic pressure across most of the face of the rad.
For any COPA member, the plane has been advertised in the last couple of
issues. Most would describe it as butt ugly but it grows on you.
P
PL
The AirCraft Rotary Engine NewsLetter. Powered by Linux.
ACRE NL web site.
http://home.earthlink.net/~rotaryeng/ http://www.linux.org