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Hi Bill,
While most tractor installations share many of the same developmental
problems, I feel that I can address some of those items specific to a
Lancair installation as I am building a 3-rotor Lancair ES.
The motor mount can be a big hurdle, but the Continental bed mount
turned out to be a blessing in disguise. I used the factory mount and
fabricated four adapters that bolted to the four corners of the engine
and to the four mounting points on the factory bed mount. Motor mount
done! Hardest part was to get the engine lined up with the airframe
while I cut and fitted the pieces. It helps to know how to weld, or
know a good welder for this task.
The intake and exhaust will be a bit tougher, but as someone said, these
may be available commercially by the time you're ready for them.
Gear reduction unit and ignition/efi controller are available from Real
World Solutions.
Last item is the cooling system. I went with one large unit and placed
it under the engine. The fixed gear strut dictates how far back you can
locate the radiator. A bit of glasswork on the lower cowl was
necessary. Plumbing the hoses is not a big deal.
Other items include possibly altering the water pump to clear the upper
cowl. The 3-rotor water pump housing is useable, but a 13b will work
even better. The alternator may also need to be relocated to the
sparkplug side of the engine to clear the cowl, although that wasn't
necessary on the ES (I used the smaller 55A ND alternator and it fits in
the stock location).
You will also need a custom oil pan, or at least modify the stock pan.
I built a custom pan with increased capacity, but that wasn't necessary.
It was necessary to mount the oil filter remotely as the filter in the
stock location interfered with the upper cowl. Adapters are available.
So, that's it in a nutshell. Yes, it took longer, but it has been very
rewarding too. You're welcome to stop by Austin, TX and look at my
installation.
Mark Steitle
Lancair ES, 20B (3-rotor)
Austin, TX
P.S. Fuel system is very close to the Lancair design, but no engine
driven pump (2 electric EFI pumps).
-----Original Message-----
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On
Behalf Of bbradburry@allvantage.com
Sent: Tuesday, May 31, 2005 7:38 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] A little clarification...
I am new to be reading this list and I seem to be terribly uneducated
and
stupid. I know that this is true because I am seriously considering
putting
a rotary in a Lancair Legacy Fixed Gear.
I wish someone would clarify some things for me.
What is the difference in the 4 port and 6 port Renesis, and why should
I
choose the one that I should choose?
What does P Port mean and how is it different from the normal port?
Does
the Renesis (either one) have a P Port and should it be modified to have
one
put in it?
It seems to me that some of the mods needed to put the rotary in a plane
are
pretty well figured out by you guys...Intake, Exhaust, EC2, Etc.. Some
other things, cooling for oil and water, still being invented but with
some
idea of what to do. Other things that seem to be pretty basic and
should
have been solved by the certified industry 100 years ago, like how to
run
gas from the tank to the engine and back, are still being debated like
we
just realized we needed to consider it.
I would really appreciate some help here. I would like to build a plane
and
fly it. Low on the build and high on the fly part. I am not interested
in
doing R&D or starting a business building parts.
There is a lot of discussion about the gentleman who died as to whether
he
had his fuel system set up correctly....How can this be? How many
different
CORRECT ways to do it are there? Is the fuel system for the rotary
totally
different from a REAL airplane engine?
I know that this sound really critical, but I don't mean it to be.
Please help!!
Bill Bradburry
>> Homepage: http://www.flyrotary.com/
>> Archive: http://lancaironline.net/lists/flyrotary/List.html
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