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To: "'Rotary motors in aircraft'" <flyrotary@lancaironline.net>,
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Subject: RE: [FlyRotary] 1 step forward, 2 steps back... 
Date: Sat, 12 Feb 2005 09:03:43 -0700
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-----Original Message-----
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On
Behalf Of David Staten
Sent: Saturday, February 12, 2005 3:33 AM
To: Rotary motors in aircraft
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=20
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

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

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..

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=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 were concluded

I ended up running into Drake online, and we went back out to the hangar

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=20
with cotter pins. On a side note, we discovered that hot-glueing the nut

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

the mount with 4 of the 21 bolts placed to ensure it didnt pull off/fall

off the mount. The next chore was the removal of the pilot bearing. We=20
had tried removal from several approaches without success.. The Harbor=20
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=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  in=20
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=20
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=20
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

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

calls for an 86-91 auto flex plate. So.. it WASNT going to fit.. At that

point I decided to call it a night/morning... and post a few pics of all

the excitement. Oh well.. back to ebay for a flex plate....=20
somewhere..somehow.
=20
Dave Staten
=20