X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imr-da01.mx.aol.com ([205.188.105.143] verified) by logan.com (CommuniGate Pro SMTP 5.3.8) with ESMTP id 4389870 for flyrotary@lancaironline.net; Mon, 12 Jul 2010 12:01:57 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.105.143; envelope-from=WRJJRS@aol.com Received: from imo-da02.mx.aol.com (imo-da02.mx.aol.com [205.188.169.200]) by imr-da01.mx.aol.com (8.14.1/8.14.1) with ESMTP id o6CG1FFP002657 for ; Mon, 12 Jul 2010 12:01:15 -0400 Received: from WRJJRS@aol.com by imo-da02.mx.aol.com (mail_out_v42.9.) id q.ced.7aa79990 (45076) for ; Mon, 12 Jul 2010 12:01:12 -0400 (EDT) Received: from smtprly-db02.mx.aol.com (smtprly-db02.mx.aol.com [205.188.249.153]) by cia-mc02.mx.aol.com (v129.4) with ESMTP id MAILCIAMC028-5bca4c3b3c422af; Mon, 12 Jul 2010 12:01:11 -0400 Received: from webmail-d054 (webmail-d054.sim.aol.com [205.188.91.203]) by smtprly-db02.mx.aol.com (v129.4) with ESMTP id MAILSMTPRLYDB021-5bca4c3b3c422af; Mon, 12 Jul 2010 12:01:06 -0400 References: To: flyrotary@lancaironline.net Subject: Re: [FlyRotary] Flight Test Date: Mon, 12 Jul 2010 12:01:06 -0400 X-AOL-IP: 65.113.35.181 In-Reply-To: X-MB-Message-Source: WebUI MIME-Version: 1.0 From: wrjjrs@aol.com X-MB-Message-Type: User Content-Type: multipart/alternative; boundary="--------MB_8CCEFF29244A559_E9C_282F_webmail-d054.sysops.aol.com" X-Mailer: AOL Webmail 32213-STANDARD Received: from 65.113.35.181 by webmail-d054.sysops.aol.com (205.188.91.203) with HTTP (WebMailUI); Mon, 12 Jul 2010 12:01:06 -0400 Message-Id: <8CCEFF2923D8133-E9C-1316@webmail-d054.sysops.aol.com> X-Spam-Flag:NO X-AOL-SENDER: WRJJRS@aol.com ----------MB_8CCEFF29244A559_E9C_282F_webmail-d054.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset="us-ascii" John, First I'm really glad you weren't hurt. My comments about the drive= are that I have seen the Marcotte, and the gears at least looked more tha= n adaquate for a 13B. Powersport buillt a similar reduction drive which is= very successful, but used straight cut (spur) gears, where the Marcotte= uses helical. The trouble with a helical gear set is obvious in that ther= e is a axial load generated by the helix angle. This has been a problem in= several reduction drives. The Ross drives needed a double thrust bearing= installed to hold together. Tracy's drive was better set up for thrust bu= t he has had some seals have some trouble on some drives. MY feeling there= is seal trouble rather than the drive, as parts do vary. Mistral's planet= ary was custom made and used spur gears also, haven't heard if they have= had any seal trouble. Does your drive actually show signs of overheating?= Have you had the time or desire to remove it and do a full tear-down? Any= info you could supply the group would be very helpful. Glad YOU are safe,= hope you can make repairs. Bill Jepson -----Original Message----- From: John To: Rotary motors in aircraft Sent: Mon, Jul 12, 2010 5:38 am Subject: [FlyRotary] Flight Test The airplane went over and the right wing spar broke, tail post is bent at= top about 3 inches, it takes less than a second and a skid of 60 feet to= be out of the plane. The 80W was burning inside the SS exhaust shield an= d on the 40 inches of .016 SS x 11 x 1 inch formed channel that I had on= the bottom of the fuselage over the muffler which I assume kept the fabri= c from catching on fire. There is also 1/8" fibrefrax between the SS and= the fabric. The prop and spinner is history. You sure do love the high= wing aircraft to protect the ole bones. =20 The article in the Contact Magazine told about all the problems that one= fellow had to fix and also on a RV builders site with a Sube engine was= an article about the problems of the Marcotte. The input seat was driven= in and bent, then covered with permetex which hardened and was leaking an= d had to be replaced. A machinist friend has a buddy who is a retired gea= rbox engineer who said that the aluminun housing with overheated gears wou= ld soon expand and let the seal fall out, they are going to tear down the= gearbox to see what it looks like inside. Selling aircraft parts to be= field tested isn't the most intelligent idea in my mind. Buyer beware. =20 The rotary is one smooth engine, with the exhaust exit from the Hushpower= II behind you and with ear plugs and a noise cancelling headset it's like= the sound and vibration of a sewing machine at 190 mph. JohnD ----------MB_8CCEFF29244A559_E9C_282F_webmail-d054.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset="us-ascii"
John, First I'm really glad you weren't hurt. My comments about the= drive are that I have seen the Marcotte, and the gears at least looked mo= re than adaquate for a 13B. Powersport buillt a similar reduction drive wh= ich is very successful, but used straight cut (spur) gears, where the Marc= otte uses helical. The trouble with a helical gear set is obvious in that= there is a axial load generated by the helix angle. This has been a probl= em in several reduction drives. The Ross drives needed a double thrust bea= ring installed to hold together. Tracy's drive was better set up for thrus= t but he has had some seals have some trouble on some drives. MY feeling= there is seal trouble rather than the drive, as parts do vary. Mistral's= planetary was custom made and used spur gears also, haven't heard if they= have had any seal trouble. Does your drive actually show signs of overhea= ting? Have you had the time or desire to remove it and do a full tear-down= ? Any info you could supply the group would be very helpful. Glad YOU are= safe, hope you can make repairs.
Bill Jepson




-----Original Message-----
From: John <downing.j@sbcglobal.net>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Mon, Jul 12, 2010 5:38 am
Subject: [FlyRotary] Flight Test

The airplane went over and the right wing= spar broke, tail post is bent at top about 3 inches, it takes less than= a second and a skid of 60 feet to be out of the plane.  The 80W was= burning inside the SS exhaust shield and on the 40 inches of .016 SS x 11= x 1 inch formed channel that I had on the bottom of the fuselage over the= muffler which I assume kept the fabric from catching on fire.  There= is also 1/8" fibrefrax between the SS and the fabric.  The prop and= spinner is history.  You sure do love the high wing aircraft to prot= ect the ole bones.
 
The article in the Contact Magazine told= about all the problems that one fellow had to fix and also on a RV builde= rs site with a Sube engine was an article about the problems of the Marcot= te.  The input seat was driven in and bent, then covered with permete= x which hardened and was leaking and had to be replaced.  A machinist= friend has a buddy who is a retired gearbox engineer who said that the al= uminun housing with overheated gears would soon expand and let the seal fa= ll out, they are going to tear down the gearbox to see what it looks like= inside.  Selling aircraft parts to be field tested isn't the mo= st intelligent idea in my mind.  Buyer beware.
 
The rotary is one smooth engine, with the= exhaust exit from the Hushpower II behind you and with ear plugs and a no= ise cancelling headset it's like the sound and vibration of a sewing machi= ne at 190 mph.  JohnD
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