For sale Coot! Real bargain. Once in a lifetime.


I am selling my rotary Coot, you can fly it home or I have a trailer
 that goes with it so you can also trailer it home, also I have a
couple core engines and lots of parts that go with it and all of the
 molds for the plane if you want them also. Ok as for the answer why
I am selling  it, I have 1600 hrs sitting in the seat and have done
it did it and been there and just moving on, probably giving up
flying as I am just running out of time to do all the things I want
to do, asking 12k for it. Ken Welter 360-834-4089 <tel:360-834-4089


Ken Welter <rotarycoot.ken@gmail.com <mailto:rotarycoot.ken@gmail.com>
<mailto:rotarycoot.ken@gmail.com <mailto:rotarycoot.ken@gmail.com>

Ken is in the Portland area. Most fun anyone can have. I have been
for a ride.

Paul Lamar


Ok may have a buyer for my Coot but they don't want the engine
package, the package includes the engine with 200hrs on it, the
redrive, prop, radiator, oil coolers, 48 DCOE Weber carb and triple
MSD ignition, one MSD fires the trailing plugs and there are 2 MSD
units that fire each leading plug, asking 4k for the package and you
 can also have the engine cowling if you want it. Ken



Okay, my first impression was 1600HRS on a rotary engine, but no,
only 200. The 1600HRS on a rotary would have been impressive. I
wonder what power was in it for 1400HRS that made him want to switch
 power ?

Steve Carlisle

Lots of people have more than 1400 Hours. Ken loves to tinker and he
 uses NOS to up the power to 300 HP for take off.

Paul Lamar


Ken never had anything but a rotary in his Coots. The first 1400
hrs.... rotary.  As Paul said, loves to tinker and likely just
re-built it. The early engines had the Ross re-drive.  Ken got tired
 of sending it back for repair and eventually machined and built his
 own belt drive system which is what is on this motor. He had a
sprag/clutch system at one point that hooked the rotary to a 2-cycle
 engine of some sort as a "back-up" motor. Good luck to you Ken..!!
bruce buksyk


Hi Bruce, thanks for the follow up on the rotary Coot. Is it right
for me to assume the backup engine was for when the re-drive failed
! Do you know what was failing in the Ross re-drive ?

Thanks, Steve Carlisle


That airplane would have been perfect for your neck of the woods
Steve. Burns auto gas.

Paul Lamar

I would takeoff and climb out with both engines running and then
shutdown the 140hp Rotax snowmobile engine and cruise on the rotary
engine but if the rotary engine were to fail I could disengage a dog
 clutch on the rotary and fly on the Rotax. The Ross gearbox had a
couple failures and I had 4 engine thrust bearing failures do to the
 fact that the Ross gearbox put all of the gear thrust on the engine
 thrust bearing, the last engine failure was at 6,000 ft with the
cloud  tops at 5000 and a 500ft ceiling below but had no problem as
the Columbia river was right where the GPS said it was, its nice
having a boat under your seat. Ken

Tracy Crook left out the sun gear thrust bearing as well  in his
early design. We have long since fixed the Ross sun gear thrust
bearing problem as did Tracy Crook in his design. That happened about
1998 to 2003. I think Scott Speirer discovered the problem before
Ken. Maybe not. Could have been Al Wick. Possibly before the news
letter.


Paul Lamar


Paul, I am researching the Rotary engine for use in a Volmer
Sportsman (VJ-22). After searching the old Volmer archives, I came
across a fellow named Jim Moser an RV''r who installed a rotary in a
 VJ-22 air frame he acquired. The power plant seized at 400 feet in
takeoff, and crashed. He told me the a Apex seal seized, he then sold
of what had remained. Why am I not considering the Coot, well I do
not like fiberglass, and the VJ is scratch built wood, a very large
support network, with many craft flying, and it is easy to leave off
the wheel gear, no need for that where I operate.

Steve

He was wrong. The engine will not stop running if an apex seal seizes
in the slot.

The only way to seize a rotary is to run it without oil pressure. He
 made a mistake some where. He may have forgotten to tighten the
bolts on the oil pick up tube.

If he ran it plugs up in the VJ22 the oil pump may have failed to
suck oil because the pick up tube is two to three times  longer. A
worn oil pump is likely to fail to draw oil in those circumstances.

He ran his rotary in his  RV with plugs up which is asking for
trouble. Mazda did not design the engine to run lying  on its side.
Shear stupidity.

Here are some pictures of his plugs up RV.

Paul Lamar


Again, this group provides fantastic info on the Rotary/PSRU, and
now amphib fLying with a Rotary! Just what a guy like me needs.

Thanks  again , Steve Carlisle


BTW Finn Lassen started up his engine with no oil pressure due to a
plumbing error and the throttle wide open with no load. The engine
buzzed up to over ten thousand RPM and seized. He had to chisel it
apart. He rebuilt it and flew it for years. I think he used the same
e-shaft and rotors.

Paul Lamar

Hi the Volmer Sportsman was designed for an 85hp Continental, I
believe. Boats are very weight sensitive; the rotary is too heavy.


Murry I. Rozansky


Murray, yes, you are correct about the original design. The power
was increased to 100HP by Volmer, and many 125HP Lycoming GPU were
used in the tractor config, later than that numerous 150HP Lycomings
were used in the pusher config. All of these amphibs had no
structural or engine mount re-design. Now if one was to use center
and end housings made of aluminum, the weight would be close to those
aircraft engines. Also, I could build up a single rotor aluminum
based that would provide over 100HP. I think I have options with the
rotary, but we will see.

Thanks, Steve Carlisle

Hi Steve, a single rotor could work quite well; they are just more
difficult to build.  The problem with the heavier Lycomings on the
Sportsman are that they
eating into structural margins and/or useful load with the extra
weight and power.  They will also sit
deeper in the water and make it harder to get over hump speed.  What
is the point, to burn more fuel?

Murry I. Rozansky


Gents,

Tangent to the Volmer Engine discussion is the fact that it is potentially an LSA. I have a Volmer builder / pilot in my chapter and we have had that discussion. Apparently Volmer Jensen's original empty weight was 1430 lbs, and as I am told, their are some Volmer builders out their trying to get their empty weight as low as possible ( or practical ) to shoot for the 1430 lb number to have a decent useful load ( perhaps the  Volmer Club of America - Home <http://www.volmeraircraft.com/home> is a place to start ). I don't know how plentiful or reliable they are, but had the 2 Rotor Norton made a greater splash on the scene eon's ago, one may ask if it had more umph would it be a fit for the Volmer, I am not sure it did.

Jonh Smith

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