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Ok, thanks for the information, Bob.
Yes, the nice thing is we can deviate from plans to
accommodate OUR plans. Sounds like by moving thing aft you have the matter
well in hand. But, it is incredible how things can have a ripple
effect.
Ed
----- Original Message -----
Sent: Tuesday, July 17, 2007 5:05
PM
Subject: [FlyRotary] Re: Mustang II CG?
Was [FlyRotary] Re: Logbook Question
Ed,
As you correctly
observed, the engine is mounted further from the firewall than normal. The answer is a lesson what happens
when one deviates from the plans. Since I have a water-cooled engine, I
use the hot water from the engine for cabin heat through a standard auto
heater. The unit (with a fan) is
just aft of the firewall, centered in front of the rudder pedals. This placement required the rudder
pedals to be moved a little further aft, which in turn, required the seats to
be a little further aft. This is
all OK, because with the T-18 canopy, the instrument panel can be moved back about 2 inches, which gives more room for radios and
instruments. However, the baggage
area behind the seats becomes very small (and my wife was complaining that
there was not enough room for baggage to start with). My solution was to open up the baggage
compartment to the next bulkhead, which gives a lot of room, but shifts the CG
further aft. To compensate for
all of this, the engine must be moved forward.
I mounted the engine
on the airframe with a temporary engine mount, with all known accessories and
weights installed, and weighed the plane. Then, I found the CG of the engine FWF
and weighed it separately. I was
able to calculate where the engine should be placed to get the correct CG and
establish the limits for fuel, baggage, and passengers. By calculation, the engine needed to be
where it now is in order to balance the other things that moved the CG aft.
Based on the amount of
weight currently on the tail wheel, it appears to be just about right, but I
have to do another weight and balance when everything is finished to be
absolutely sure.
This is what happens
when you deviate from the plans. But, I guess using a non-certified
rotary engine is a pretty big deviation in and of itself. One good deviation deserves another, I
always say.
Bob
From:
Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On
Behalf Of Ed Anderson
Sent: Tuesday, July 17, 2007 10:28
AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Mustang II CG? Was
[FlyRotary] Re: Logbook Question
Good to hear from you. Nice
looking installation, neat turbo set up. Should make the Mustang exceed
Ve going straight up {:>)
But, I do have a question -
the engine + Turbo seems to be pretty far out from the firewall, what does
that do to your CG?
The reason I ask is I have a
13B in my RV-6A and the water pump pulley is approx 8" from the firewall and
that put me a tiny bit nose-heavy. Well, at least until I took out 30
lbs of battery and painted the aircraft. I did build a bit stout which
of course added to the weight FWF.
But, must admit, I'm not familiar
with the engine installation in a Mustang II. So how far out is
the water pump pulley from your firewall? and is that approx where a 360
lycoming would sit? in a Mustang?
----- Original Message -----
Sent: Monday,
July 16, 2007 12:58 PM
Subject:
[FlyRotary] Re: Logbook Question
Yes, it has an
aftermarket Turbonetics 60-1 turbo with external wastegate and 1.15
A/R. I can vary the boost by 10
psi from the cockpit with a manual control regulator. It remains to be seen how well
it all works.
Bob
From:
Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On
Behalf Of Mark Steitle
Sent: Monday, July 16, 2007 11:25
AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Logbook
Question
Look'n good Bob. Best I can tell you've got a
turbo 13B under the cowl. Is that correct? Looks like we should
have quite a showing at the next Rotary Roundup and/or Sun-n-Fun.
BTW, one nice thing that Ron Gowan did was to write
a letter to the FAA stating that I built the a/c and recommended that I be
granted a repairman's certificate. Not sure if it is necessary, but it
sure won't hurt either.
On 7/16/07, Rogers, Bob J. <BRogers@fdic.gov>
wrote:
Thanks
Mark,
Yes, I live in
Plano, TX
and have a hangar at the McKinney municipal airport. You can
see and read about my project at http://www.eaa1246.org/projectsnplanesdisplay.asp?id=10
I am currently
working on the engine baffling. Everything else is pretty much done.
But as you know, it is all the remaining little details that take
forever.
Bob
From:
Rotary motors in aircraft
[mailto: flyrotary@lancaironline.net] On Behalf Of Mark Steitle
Sent: Thursday, July 12, 2007 6:24
PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Logbook
Question
His
phone number is 817/975-2138. Email is rongowan@yahoo.com.
I take it you live in the Dallas/Ft. Worth area?
On
7/12/07, Rogers, Bob J. < BRogers@fdic.gov>
wrote:
Mark,
I would like to use
Ron Gowan as my DAR when the time comes to have my rotary powered Mustang II
inspected (within the next year, I hope). Do you have a phone number
for Ron that I could call to contact him?
Thanks,
Bob
Rogers
----- Original Message -----
Sent:
Monday, July 09, 2007 8:08 PM
Subject:
[FlyRotary] Re: Logbook Question
The
only thing he asked me to do was pay for his gas to fly down. He
indicated that $10 would suffice, but we both know that that wouldn't
hardly get him to the runup area. Due to all the heavy rains and
overcast skies, we had trouble getting things coordinated. He flies
for Delta out of Atlanta from Thursday through
Sunday. He normally flies back from Atlanta on Sunday or
Monday. Instead, he flew into Austin, rented a car and drove down to Lockhart,
then drove north to Dallas afterwards. I gave him $150
to cover the car rental and gas. I had planned on taking him to
have BBQ, but he was in a hurry to head home. He said that he
does it as a service to the EAA community. It sure beats the
local DAR's prices.
On
7/9/07, Christopher Barber
<
CBarber@texasattorney.net > wrote:
Thanks for the update, success
and the report on Ron Gowen. He is who I plan to call first as I
have not only met him, he let me fly from the back seat of one of his
Vari-EZ's when I was up in Denton visiting Alex a few years ago. I
think he either has or had a rotory powered EZ (even though the one I flew
in had a Lyc). The day I was there, he had just recieved a new
Marconni PSRU. He was very pleased with it.
If you don't mind, would you
please share the details of his cost and expectations as to come for a
visit?
Congrats on turning your piles
of fiberglass, metal and foam into a real honest to goodness flying
machine.
----- Original Message -----
Sent:
Monday, July 09, 2007 3:59 PM
Subject:
[FlyRotary] Re: Logbook Question
Thanks for the words
of encouragement. The rains have stopped here in
central Texas, the sun is once
again shining, and the doves returned to the ark with twigs in
their mouths. The DAR came out to the airport today in his kayak
and did the final inspection on my Lancair
ES/20B project. And he actually signed it off!!! So, it
is officially an "airplane" and no longer a "project". How about
that? Its been a long haul, but now the fun begins... as soon
as I get some recurrency training to bring me up to speed. He
said I did a good job with much attention to detail, then he
took my money and left. ;-) I'll should get the
paperwork in the mail in a few days. Soon I'll be
starting the 40-hour testing phase. I had asked for a 200 mile
radius, but that would have put me over the Houston area, so he
cut it down to 100 miles. He said that the FAA frowns on more than
that, especially with auto conversions. So, I'lll have
to make do with a 100 mile radius.
If
anyone wants/needs a DAR with rotary experience, and you're in the
Dallas/Ft. Worth area, I would highly
recommend this inspector. His name is Ron Gowan. He has 500
hrs PIC flying a rotary. He also has composites
experience. I felt that he would be a good choice even if he
didn't have extensive composites experience.
He
said the two biggest areas to pay very close attention is the psru and
the cooling system. He said that the rotary engine is rock solid.
(That really impressed the old timers at the airport.)
So,
all you guys working away month after month, keep the faith, there is a
glorious day coming. ;-)
On
7/7/07, Kelly Troyer
<
keltro@att.net> wrote:
Pulling for you !!
You will certainly have one going
and
beautiful aircraft........Will absolutely
be a plus for the Rotary
movement in general and a worthy addition to the
somewhat
rare 20B engine
group.......
--
Kelly Troyer
"Dyke Delta"_13B ROTARY
Engine
"RWS"_RD1C/EC2/EM2
"Mistral"_Backplate/Oil Manifold
-------------- Original message from "Mark
Steitle" <
msteitle@gmail.com>: --------------
> Mark Steitle
wrote:
>
>> Here's a non-rotary question for the
group. The DAR will be
>> coming out Monday
morning to inspect my project. Hopefully it
>>
will qualify as an airplane once he's done. He mentioned to
me to
>> be sure to have my airframe logbook so that he can
make his
>> required log entry. (Here's the
problem.) I don't have a logbook
>>
yet. But according to an A&P on the Lancair list, the
logbook can
>> be done in 3-ring binder format, or even on
computer. I would
>> like to make one up in the
3-ring binder format, but don't have
>> any idea of what's
required. Anyone on the list been through thi s
>>
and have a page format they are willing to share? Mark S.
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