X-Virus-Scanned: clean according to Sophos on Logan.com X-PolluStop-Diagnostic: \eX-PolluStop-Score: 0.00\eX-PolluStop: Scanned with Niversoft PolluStop 2.1 RC1, http://www.niversoft.com/pollustop Return-Path: Received: from mtiwmhc12.worldnet.att.net ([204.127.131.116] verified) by logan.com (CommuniGate Pro SMTP 4.3c4) with ESMTP id 870888 for flyrotary@lancaironline.net; Fri, 15 Apr 2005 11:25:53 -0400 Received-SPF: none receiver=logan.com; client-ip=204.127.131.116; envelope-from=keltro@att.net Received: from 204.127.135.75 ([204.127.135.75]) by worldnet.att.net (mtiwmhc12) with SMTP id <2005041515252211200lm7spe>; Fri, 15 Apr 2005 15:25:22 +0000 Received: from [209.247.222.111] by 204.127.135.75; Fri, 15 Apr 2005 15:25:20 +0000 From: keltro@att.net (Kelly Troyer) To: "Rotary motors in aircraft" Subject: Re: [FlyRotary] Re: V shape Apex Seal Slots? Date: Fri, 15 Apr 2005 15:25:20 +0000 Message-Id: <041520051525.17069.425FDCE000035B1D000042AD2160466648019D9B040A05@att.net> X-Mailer: AT&T Message Center Version 1 (Feb 14 2005) X-Authenticated-Sender: a2VsdHJvQGF0dC5uZXQ= MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="NextPart_Webmail_9m3u9jl4l_17069_1113578720_0" --NextPart_Webmail_9m3u9jl4l_17069_1113578720_0 Content-Type: text/plain Content-Transfer-Encoding: 8bit ALL, Forgot to add that this little tidbit of info should be etched into all rotorheads brains as it looks to me like excess apex seal slot wear was a major reason for Ed's engine problem.......Also the strength of the "Hurley" apex seals may be a factor (compared to Tracy's seals).......IMHO.......As a side note, when scrounging 13B parts (rotors in this case) pay attention to the "Weight code" stamped on the gear side as mentioned on this forum before.......In my case I was lucky as both of my serviceable rotors are"D" weight code........If my memory is correct the codes are A,B,C,D,E........Someone correct me if I am wrong.......Different codes can be used together if not more than two codes apart.......The idea is to maintain rotor weights for balancing within factory tolerances.......Lynn keep me honest here! -- Kelly Troyer Dyke Delta/13B/RD1C/EC2 -------------- Original message from keltro@att.net (Kelly Troyer): -------------- Thanks Lynn and All, This info comes just as I have recovered two serviceable rotors from two 89-91core engines......Will give the apex seal slots the "Vertical seal Test" (VST) for wear........ -- Kelly Troyer Dyke Delta/13B/RD1C/EC2 > The slot is perfectly straight. No taper at all. If you stand a new or near > new apex seal on end in the slot, the exposed end should not move more than > (about) 3/16" total. New slot and new seal gives nearly no movement. The 3/16" > would be end of life span. > > For aircraft use, new or nearly new is the way to go. > > You can take engines apart that have been running fine, and the apex seals > are just about to fall out of the slots they are so short. The slots can wear > into obvious "V" shapes, and the engine is still running fine. My wife's RX-3 > did that. I was just sitting at a stop sign one day and whack!! A seal came out > of what was left of a big "V" slot and the rotor crushed it against the > housing. There was no chrome left on the rotor housings. Big grooves in the > irons. > The only piece I could use was the crank. > The whole thing was scrap. > > The rotors are made of cast steel. You can weld on them. I have TIGed holes > shut and built up gouges and smoothed them off. Again not for aircraft but for > a dune buggy or any non critical application, I see no reason for scrapping a > piece I can fix quickly. > > I grew up during W.W.II and you were literally not allowed to throw anything > away. So I don't (until recently). > > Lynn E. Hanover > > >> Homepage: http://www.flyrotary.com/ > >> Archive: http://lancaironline.net/lists/flyrotary/List.html --NextPart_Webmail_9m3u9jl4l_17069_1113578720_0 Content-Type: text/html Content-Transfer-Encoding: 8bit
ALL,
    Forgot to add that this little tidbit of info should be etched into all rotorheads
brains as it looks to me like excess apex seal slot wear was a major reason for
Ed's engine problem.......Also the strength of the "Hurley" apex seals may be a
factor (compared to Tracy's seals).......IMHO.......As a side note, when scrounging
13B parts (rotors in this case) pay attention to the "Weight code" stamped on
the gear side as mentioned on this forum before.......In my case I was lucky as
both of my serviceable rotors are"D" weight code........If  my memory is correct
the codes are A,B,C,D,E........Someone correct me if I am wrong.......Different codes
can be used together if not more than two codes apart.......The idea is to maintain
rotor weights for balancing within factory tolerances.......Lynn keep me honest here!   
--
Kelly Troyer
Dyke Delta/13B/RD1C/EC2




-------------- Original message from keltro@att.net (Kelly Troyer): --------------

Thanks Lynn and All,
        This info comes just as I have recovered two serviceable rotors from  two
89-91core engines......Will give the apex seal slots the "Vertical seal Test" (VST)
for wear........
--
Kelly Troyer
Dyke Delta/13B/RD1C/EC2


> The slot is perfectly straight. No taper at all. If you stand a new or near
> new apex seal on end in the slot, the exposed end should not move more than
> (about) 3/16" total. New slot and new seal gives nearly no movement. The 3/16"
> would be end of life span.
>
> For aircraft use, new or nearly new is the way to go.
>
> You can take engines apart that have been running fine, and the apex seals
> are just about to fall out of the slots they are so short. The slots can wear
> into obvious "V" shapes, and the engine is still running fine. My wife's RX-3
> did that. I was just sitting at a stop sign one day and whack!! A seal came out
> of what was left of a big "V" slot and the rotor crushed it against the
> housing. There was no chrome left on the rotor housings. Big grooves in the
> irons.
> The only piece I could use was the crank.
> The whole thing was scrap.
>
> The rotors are made of cast steel. You can weld on them. I have TIGed holes
> shut and built up gouges and smoothed them off. Again not for aircraft but for
> a dune buggy or any non critical application, I see no reason for scrapping a
> piece I can fix quickly.
>
> I grew up during W.W.II and you were literally not allowed to throw anything
> away. So I don't (until recently).
>
> Lynn E. Hanover
>
> >> Homepage: http://www.flyrotary.com/
> >> Archive: http://lancaironline.net/lists/flyrotary/List.html
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