Return-Path: Received: from [65.54.169.59] (HELO hotmail.com) by logan.com (CommuniGate Pro SMTP 4.3c1) with ESMTP id 726526 for flyrotary@lancaironline.net; Sat, 12 Feb 2005 15:49:48 -0500 Received-SPF: pass receiver=logan.com; client-ip=65.54.169.59; envelope-from=lors01@msn.com Received: from mail pickup service by hotmail.com with Microsoft SMTPSVC; Sat, 12 Feb 2005 12:49:01 -0800 Message-ID: Received: from 4.174.4.81 by BAY3-DAV29.phx.gbl with DAV; Sat, 12 Feb 2005 20:48:05 +0000 X-Originating-IP: [4.174.4.81] X-Originating-Email: [lors01@msn.com] X-Sender: lors01@msn.com From: "Tracy Crook" To: "Rotary motors in aircraft" , References: Subject: Re: [FlyRotary] 1 step forward, 2 steps back... Date: Sat, 12 Feb 2005 15:12:24 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_00F0_01C51115.4407E280" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: MSN 9 X-MimeOLE: Produced By MSN MimeOLE V9.10.0009.2900 Seal-Send-Time: Sat, 12 Feb 2005 15:12:28 -0500 X-OriginalArrivalTime: 12 Feb 2005 20:49:01.0444 (UTC) FILETIME=[4810DC40:01C51144] This is a multi-part message in MIME format. ------=_NextPart_000_00F0_01C51115.4407E280 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Just a quick comment on model year flywheel. I think the one you have = is 93 or later. There really was no 1992 RX-7 model. Mazda sold left = over 91s only that year, and they will fit fine. Tracy ----- Original Message -----=20 From: David Staten=20 To: Rotary motors in aircraft=20 Sent: Saturday, February 12, 2005 5:33 AM Subject: [FlyRotary] 1 step forward, 2 steps back...=20 Well here goes an update on Chris's velocity project.. This past=20 wednesday, EAA Chapter 12 had an open house/meeting that we had at the = hangar out at EFD (Ellington Houston,TX) and we had the opportunity to = meet a few new prospective members as well as show off the Velo (and = our=20 hangar mate's Vari Eze rebuild/refurb). Made some new shop tables that = are heavy duty, and able to hold 2 or 3 engines worth of parts if=20 needed, and mounted most of our bench tools on one as a work station = for=20 anticipated fab work. We had a nice turnout.. maybe 15-20 peeps max = and=20 I managed to get a few newbies to attend (ones a cherry PP the other = is=20 a wannabe)... anyways... =20 After then meeting, and obligatory beer session (I mean.. bull = session..=20 yea.. really).. Chris, myself and a newbie named Drake went after=20 mounting the engine mount to the firewall using AN hardware. I ended = up=20 with some AN6-30 on the top of the CCI mount and on the bottom some=20 AN6-37A. The A suffix denotes no "hole" on the end of the shank so I=20 took one of my nuts (5 total) and sacrificed it to make a jig for=20 drilling the two -37A bolts to accept cotter pins. Once that was=20 accomplished, we went to fitting the lower longer bolts. I have to=20 mention it is an EXTREMELY tight fit due to the proximity of the gear=20 saddle to the lower engine mount bolts. This meant we spent a lot of=20 time just trying to get the bolt ON the nut in close quarters. After=20 getting it on there we discovered that the holes were just a little = too=20 far up to allow a cotter pin to safety the castellated AN nuts, so = with=20 SWMBO waiting patiently at home, we called it quits at about 2330 that = night. That same night I made use of a very graciously loaned 600 = ft/lb=20 torque wrench that an aircraft part/tool house loaned me and=20 removed/reinstalled the "Nut From Hell" and ensured it was TRULY at = 350=20 ft/lb. Fast forward to tonight.. after all my social obligations were = concluded=20 I ended up running into Drake online, and we went back out to the = hangar=20 tonight to try and re-fit the mount. Rather than re-drill the bolts, = we=20 added some large fender washers to the assembly that increased the=20 thickness of the assembly. This time we were able to get the AN bolts=20 installed top and bottom and passed a small strip of safety wire = though=20 each to ensure that the holes were aligned and able to be pinned later = with cotter pins. On a side note, we discovered that hot-glueing the = nut=20 to a box end wrench helped tremendously with threading the nut in = close=20 quarters. =20 Next step was to place the engine ON the mount for a dry fit. We = placed=20 it on the CCI mount plate and went to fit a stock oil pan to the = bottom=20 and discovered that the oil regulater splash guard would not be able = to=20 stay. Took it off with a cut-off wheel and then placed the pan/engine = on=20 the mount with 4 of the 21 bolts placed to ensure it didnt pull = off/fall=20 off the mount. The next chore was the removal of the pilot bearing. We = had tried removal from several approaches without success.. The Harbor = Freight pilot bearing puller is a smidge too large to go into the=20 bearing hole... finally I re-read the RD1-B install manual and it=20 mentioned that a dremel has been used in the past for stubborn ones. I = ended up extracting the individual needles with a scalpel and=20 needlenose pliers, collapsed the inner race and yanked it out, then=20 ended up using a dremel to gouge the outer race, then collapsed IT as=20 well.. Infortunately this gouged the inside of the bearing channel in = the process, so I drum sanded rough spots until it was finger smooth.=20 The PSRU pilot shaft was able to fit in without difficulty. =20 At this point, I wanted to dry-fit the PSRU on... if nothing more than = to give Chris a picture or two to gloat over.. but right around here = is=20 where things came to a screeching halt. The damper plate did not match = up to the flex plate that we had. The bolt hole diameter was a smidge=20 larger on the flex plate than on the damper plate. Looking back.. I = want=20 to say that we have a 1992 flex plate that came with the couterweight = I=20 bought.. and while I left the install manual at the hangar, I believe = it=20 calls for an 86-91 auto flex plate. So.. it WASNT going to fit.. At = that=20 point I decided to call it a night/morning... and post a few pics of = all=20 the excitement. Oh well.. back to ebay for a flex plate....=20 somewhere..somehow. =20 Dave Staten =20 >> Homepage: http://www.flyrotary.com/ >> Archive: = http://lancaironline.net/lists/flyrotary/List.html ------=_NextPart_000_00F0_01C51115.4407E280 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Just a quick comment on model year flywheel.  I think the one = you have=20 is 93 or later.  There really was no = 1992 RX-7 model.  =20 Mazda sold left over 91s only that year, and they will fit = fine.
 
Tracy
----- Original Message -----
From: David=20 Staten
To: Rotary motors in = aircraft
Sent: Saturday, February 12, = 2005 5:33=20 AM
Subject: [FlyRotary] 1 step = forward, 2=20 steps back...

Well here goes an update on Chris's velocity project.. = This=20 past
wednesday, EAA Chapter 12 had an open house/meeting that we = had at=20 the
hangar out at EFD (Ellington Houston,TX) and we had the = opportunity to=20
meet a few new prospective members as well as show off the Velo = (and our=20
hangar mate's Vari Eze rebuild/refurb). Made some new shop tables = that=20
are heavy duty, and able to hold 2 or 3 engines worth of parts if=20
needed, and mounted most of our bench tools on one as a work = station for=20
anticipated fab work. We had a nice turnout.. maybe 15-20 peeps = max and=20
I managed to get a few newbies to attend (ones a cherry PP the = other is=20
a wannabe)... anyways...
 
After then meeting, and = obligatory=20 beer session (I mean.. bull session..
yea.. really).. Chris, = myself and a=20 newbie named Drake went after
mounting the engine mount to the = firewall=20 using AN hardware. I ended up
with some AN6-30 on the top of the = CCI mount=20 and on the bottom some
AN6-37A. The A suffix denotes no "hole" on = the end=20 of the shank so I
took one of my nuts (5 total) and sacrificed it = to make=20 a jig for
drilling the two -37A bolts to accept cotter pins. Once = that was=20
accomplished, we went to fitting the lower longer bolts. I have to =
mention it is an EXTREMELY tight fit due to the proximity of the = gear=20
saddle to the lower engine mount bolts. This meant we spent a lot = of=20
time just trying to get the bolt ON the nut in close quarters. = After=20
getting it on there we discovered that the holes were just a = little too=20
far up to allow a cotter pin to safety the castellated AN nuts, so = with=20
SWMBO waiting patiently at home, we called it quits at about 2330 = that=20
night. That same night I made use of a very graciously loaned 600 = ft/lb=20
torque wrench that an aircraft part/tool house loaned me and=20
removed/reinstalled the "Nut From Hell" and ensured it was TRULY = at 350=20
ft/lb.

Fast forward to tonight.. after all my social = obligations=20 were concluded
I ended up running into Drake online, and we went = back out=20 to the hangar
tonight to try and re-fit the mount. Rather than = re-drill=20 the bolts, we
added some large fender washers to the assembly that = increased the
thickness of the assembly. This time we were able to = get the=20 AN bolts
installed top and bottom and passed a small strip of = safety wire=20 though
each to ensure that the holes were aligned and able to be = pinned=20 later
with cotter pins. On a side note, we discovered that = hot-glueing the=20 nut
to a box end wrench helped tremendously with threading the nut = in=20 close
quarters.
 
Next step was to place the engine ON = the=20 mount for a dry fit. We placed
it on the CCI mount plate and went = to fit a=20 stock oil pan to the bottom
and discovered that the oil regulater = splash=20 guard would not be able to
stay. Took it off with a cut-off wheel = and then=20 placed the pan/engine on
the mount with 4 of the 21 bolts placed = to ensure=20 it didnt pull off/fall
off the mount. The next chore was the = removal of=20 the pilot bearing. We
had tried removal from several approaches = without=20 success.. The Harbor
Freight pilot bearing puller is a smidge too = large to=20 go into the
bearing hole... finally I re-read the RD1-B install = manual and=20 it
mentioned that a dremel has been used in the past for stubborn = ones. I=20
ended up  extracting the individual needles with a scalpel = and=20
needlenose pliers, collapsed the inner race and yanked it out, = then=20
ended up using a dremel to gouge the outer race, then collapsed IT = as=20
well.. Infortunately this gouged the inside of the bearing = channel =20 in
the process, so I drum sanded rough spots until it was finger = smooth.=20
The PSRU pilot shaft was able to fit in without=20 difficulty.
 
At this point, I wanted to dry-fit the PSRU = on... if=20 nothing more than
to give Chris a picture or two to gloat over.. = but right=20 around here is
where things came to a screeching halt. The damper = plate=20 did not match
up to the flex plate that we had. The bolt hole = diameter was=20 a smidge
larger on the flex plate than on the damper plate. = Looking back..=20 I want
to say that we have a 1992 flex plate that came with the=20 couterweight I
bought.. and while I left the install manual at the = hangar,=20 I believe it
calls for an 86-91 auto flex plate. So.. it WASNT = going to=20 fit.. At that
point I decided to call it a night/morning... and = post a few=20 pics of all
the excitement. Oh well.. back to ebay for a flex = plate....=20
somewhere..somehow.
 
Dave Staten
 

=

&g= t;> =20 Homepage:  http://www.flyrotary.com/
>&= gt; =20 Archive:   http://lancai= ronline.net/lists/flyrotary/List.html
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