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Mark's RD-1C had several modifications.
1. Rivets were replaced with tight tolerance -3 bolts after observing
smoking rivets. - Tracy made a design change for a different rivet to
address the potential problem.
2. Sheer pin was replace with a larger size after breaking on the
ground. - Tracy did the modification.
3. Oil seal retainer was fabricated and installed after a blowout. Mark
was not using Tracy's original plate. He and another builder machined a
new plate to allow the starter to be relocated and pick up an additional
mounting hole available on the 20B. He suspects the machining tolerance
were too tight and the seal would have benefited from a tolerance more
toward the middle of the oil seal OEM specified range. He was also using
a single oil return line so an additional line for the front gearbox oil
drain was added back to the pan.
4. Routine inspection found all but one of the 1/4" bolts had sheared.
After discussion with Tracy the housing was tapped for 5/16" bolts and
additional holes were drilled and tapped between the original bolts.
Now the rest of the story.
Mark experimented with adapting the Renesis CAS to the 20B. We got it to
work but the engine and gearbox went through several very rough tuning
sessions. Several CAS mounting brackets for "stiffness" and eventually a
resister/ Zener diode circuit solved the hard stumble at 5200-5600 rpm .
This was repeated again when Mark made the P-Port engine swap. He gave
up on the renesis CAS and reverted back to the stock CAS. However this
didn't correct the issue. He eventually identified missing fuel injector
diodes that are required for the EC2/ 20B combination. They were omitted
when he rewired the P-Port engine.
Mark believed unusual stress (torque reversals) was placed on the
gearbox during the many extended tuning and troubleshooting sessions. He
believed this was the root cause of items 2 and 4. FWIW I'm running and
unmodified RD-1C and my inspections have not uncovered any of these
items. I do have some shaft wear at the 1mm thrust washer. I put 72
hours on the plane last year and will do another gearbox inspection in
about 30 hours. I have considered modifying for 5/16" bolts and upsizing
the sheer pin when I swap my super charger for a turbo.
Bobby Hughes
About 400 hours on the engine and gearbox including ground runs.
-----Original Message-----
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
Sent: Wednesday, March 22, 2017 1:54 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: [Non-DoD Source] [FlyRotary] Re: RD1-c
Team,
I picked up on this email chain as it may affect me directly. I
recently purchased Mark Steitle's 20B and have been mating it to my
airframe over the last few weeks. If I recall correctly, Mark had a
modification to the RD-1C prop flange for larger diam bolts but do not
recall any mods to the flex plate / isolators. If anyone knows
otherwise please share.
Thank you!
Luis Luciano
Velocity XL-5 "Dulcinea"
Mazda Inside
-----Original Message-----
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
Sent: Wednesday, March 22, 2017 1:33 PM
To: Rotary motors in aircraft
Subject: [Non-DoD Source] [FlyRotary] Re: RD1-c
have been pouring from the beginning
<http://cdn-cf.aol.com/se/smi/0201d20638/02>
Rich
In a message dated 3/22/2017 12:29:31 P.M. Central Daylight Time,
flyrotary@lancaironline.net writes:
On 3/22/2017 12:01 PM, ARGOLDMAN wrote:
Greetings all. I need a little advice, if you would be
so kind.
I have a RD1-C, with the flex-plate rubber isolators,
which I am currently marrying to the un-modified Renesis that I have
just rebuilt.
Reading Paul's list, he was talking about replacing the
1/4" bolts (flat head screws) that hold the ring gear to the casing,
with 5/16" bolts because he found them sheared in a unit that he
disassembled (unknown was the power plant modifications that drove the
reducer.)
What, if any are the recommendations to do this
alteration?
Thanks in advance
Rich
Well first, continue to read Paul's list, but keep a large
container of salt handy, with the aperture set to 'pour'.
Others may have better recall than I, but I'm pretty sure the
drive in question was Mark Steitle's, running on a P ported 20B (3
rotor).
Charlie
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