I added a few detail pictures to Randy's collection on his one rotor
 powered
 DragonFly.

 It has a very interesting idea in that the Ellison carb is mounted
 directly on
 the intake side of the turbo charger.
 A very compact way to handle the intake system.
 The turbo charger is not Mazda so it might be large enough to live with a
 one
 rotor. I suggested a Garrett turbo charger tachometer kit to keep an eye
 on the
 turbine RPM.

 All and all a pretty good installation job with the possible exception of
 the
 motor mount. The belt drive also needs a few improvements to the torsional
 stiffness. A minor thing to improve.

 We were not able to identify the ignition system yet but it looks pretty
 straight forward using what appears to be an early Mazda magnetic crank
 angle
 sensor distributor. I think the coils came from Ellison but I am not sure
 about
 that.

 The water pump housing is custom but I do not recognize the cartridge. It
 is
 from something other than a Mazda. The two oil coolers are a needless
 complication when one larger one will do. One of the oil coolers is in the
 vicinity of the sharp exhaust pipe bend so the bend radius would benefit
 from
 the removal of that oil cooler.

 I suggest something from the Setrab catalog pdf attached.

 If the turbo charger could be rotated
 180 degrees that would put the exhaust in the rear and the carb in front
 which
 would benefit both.

 All of the cooling openings need the application of Kays and London's or
 Kuchemann and Weber diffusers.
 The water cooler is the quick and simple type under the fuse behind the
 cockpit
 which is very good way to go on this airplane as it has limited volume
 under the
 cowl.

 There is nothing really wrong with it and I think it will fly as is.
 Keeping the
 turbo charger would make it a great cross country aircraft as speed up
 high
 would be spectacular for a such an aircraft. It would probably be the only
 turbo
 charged DragonFly in the world.

 Ed Carver and I were trying to talk Randy into keeping the rotary :)

 Paul Lamar


 Paul,
 Thanks for coming out and talking with me yesterday, I learned a lot.  For
 now
 you have convinced me to sit tight with this engine till I know more about
 it.
 I plan on weighing it to see where I stand.  If it's 250 lbs or less I'll
 keep
 it, more than that and I'll see where I might be able to cost effectively
 reduce
 some weight.
 Thanks for the cooling information and I will look into rotating the
 turbo, that
 makes a lot of sense.
 How do I go about sizing the oil  cooler for this engine, is there a
 formula or
 just go big and restrict air flow till I get the temps where they should
 be?
 I'll check on my laser machining source and send you the contacts name.
 Randy

 The stock RX8 Mazda oil cooler is about 10" by 10" by 2" thick.
 Core volume is therefor about 200 cubic inches. There are two of
 them on the high power RX8 240 HP engine. One ahead of each front wheel.

 We have found the earlier RX7 oil coolers to be adequate for aircraft
 use so I assume the RX8 coolers are at least as good.

 Bottom line... one 10" by 10" by 2" should work for a 120 HP one rotor
 IF it has a good diffuser duct ahead of it and the back side is not
 blocked.

 Looks like a Setrab A34S22 will work. Nobody has reported
 any problems with this Setrab company so it is a good bet.

 Paul Lamar


Paul,
RX-8 oil cooler, excellent quality, have fan to go behind it. If you like I
will bring the fan. milo

You bet. All parts welcome.

Thanks Milo

BTW Randy let me know when you want to visit the hangar
in SZP. I have lots of bit and peices so you can see what
the inside oif a rotary looks like.

Paul Lamar