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Message
I think the apex seals are one part of the
equation, but also the wear of the apex seal slots in the rotors is a
factor. There is a warning in the Mazda overhaul manual about not using
rotors with apex seals worn beyond specification limit.
I found that Mine were over that limit when
I tore it down after the apex seal failure. I know some folks prefer to
believe my apex seal failure was caused by foreign object - but, I am convinced
that was not the case.
I believe with the apex seal slot wearing into
"V" shape slot leaves no/little support for the seal when the rotation and
combustion forces causes the seal to lean back against the slot
wall. If they wear is too much there is insufficient support
for the seal and it breaks. I did not know to check for that slot wear
limit when I had put the engine together using used rotors.
I now fly with new rotors and Tracy's
"unbreakable" apex seals {:>)
FWIW
----- Original Message -----
Sent: Monday, February 13, 2006 2:03
PM
Subject: [FlyRotary] Re: Another rotary
failure
Tracy
Is
there something wrong with stock seals? I thought they were just fine
for NA engines where detonation almost isn't possible. Your original
engine ran stock seals for 800 or so hours didn't it? Hopefully, there
will be an obvious explanation when he opens it up.
On
the subject of failures in general, am I the only one who thinks there have
just been way too many of these in the last couple years? In virtually
every case, the engine has been the victim, rather than the cause of the
problem, but to the casual observer, it looks bad for the rotary. I'd
hate to calculate the number of flight hours per serious problem for currently
flying rotaries. I'd also hate for the insurance companies to do
it. Let's hope this trend doesn't
continue.
Cheers,
Rusty (one rotor, no
prop)
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