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From: kelseyjewett <kelseyjewett@charter.net>
Subject: Re: [FlyRotary] Re: Coolant Pressure Gauge
Date: Thu, 6 May 2004 20:40:31 -0700
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>

The wings are looking finished and the fuselage is in finishing. 
Current project is to make the tips into fuel tanks.

I will be looking at engine install in the fall.

Hopefully by then there will be a few more off the shelf items by that 
time. The motor mount would be early on my list..

Kelsey
On May 5, 2004, at 8:53 PM, Michael McGee wrote:

> I have not had my hands on a Renesis engine but the photos I've seen 
> of the Renesis front side plate looks very similar to the 13B.  Now, 
> the front COVER is very different.  The water pump housing on the 
> Renesis is part of the front cover casting.  This is a long way of 
> saying I don't know yet.
>
> I expect that we will be eventually casting adapter plates for both if 
> they are different.  We plan on eventually having a plate that will 
> also work on Lycoming conical and Dynafocal II mounts as well.  So, 
> the answer to your question is eventually yes.  It will likely be a 
> year before you see one for a Renesis.  We will need to have a few 
> flying and most likely a few revisions before we expand beyond the 
> existing pool of 13B engines.
>
> How far along are you on your -7A?
>
> Mike
>
>
> At 20:23 2004-05-05, you wrote:
>> Mike
>>
>> Is the dynafocal mount adapter you are developing something that 
>> would work with a Renisis on my RV-7A?
>>
>> Kelsey Jewett
>> On May 5, 2004, at 2:03 PM, Michael McGee wrote:
>>
>>> The alternator speed isn't a problem, it doesn't care how fast you 
>>> spin it (unless you have an alternator that is way out of balance).
>>> On my RV-4 with Lycoming engine the alternator is over-driven about 
>>> 4:1, I have the 2-1/2 inch stock alternator pulley, the crank/ring 
>>> gear pulley is about 10" diameter so the alternator will see 10,000 
>>> at cruise.  This is typical of most Lycoming installations on 
>>> experimentals and is not a problem on thousands of planes.
>>>
>>> My e-shaft pulley is 4-1/2 inches dia.  I think it is a stock pulley 
>>> as the timing pointer is at the edge of the pulley.  That makes the 
>>> alternator over-driven at 1.8:1.  Using a 6000 rpm cruise with my 
>>> RD-1C that makes the alternator spin at 10,800.  Close enough.
>>>
>>> There are enough Lyc drivers that were uncomfortable with this that 
>>> someone makes a 4" pulley for the alternator.  Aircraft Spruce 02-03 
>>> catalog page 245, p/n 07-06828 $48.95.  (A waste o' money except for 
>>> the feel good factor.  If you'll accept MY explanation I'll accept 
>>> your 48.95 and SAVE YOU shipping costs!
>>> P-)
>>>
>>> Regarding water pump speed, I've been working on this for a few 
>>> weeks with my 13B dynafocal adaptor.  I've mostly come to the 
>>> conclusion (yet open to more data or ideas) that the factory pump 
>>> and pulley are sized to provide the needed flow capacity at any 
>>> given engine speed at the horsepower levels we are running at.  So, 
>>> to make it easy I'm sticking with the stock pump at the stock pulley 
>>> ratio.
>>>
>>> Mike
>>> Mike McGee, RV-4 N996RV, O320-E2G, Hillsboro, OR
>>> 13B in gestation mode, RD-1C, EC-2
>>>
>>> At 12:06 2004-05-05, you wrote:
>>>> Well, that's interesting.  This reminds me of a nagging question I 
>>>> have had, but haven't asked.
>>>>
>>>> I was curious about the need to go to a smaller crank pulley to 
>>>> slow down the water pump and alternators.
>>>> From memory, the crank pulley is about 5-1/2", the alternator 
>>>> pulleys are about 2-1/2", and the water pump
>>>> pulley is about 4" diameter.
>>>>
>>>> So, running an RD-2C (2.85 ratio), the alternators will be turning 
>>>> about 20k during climb-out and the wp will be turning
>>>> about 10K rpm.  That seems too fast to me.  I could probably find 
>>>> larger pulleys for the alternators, but
>>>> then there's the water pump pulley.  Your unplanned experiment 
>>>> would suggest that we can run the wp slower
>>>> and still cool adequately.
>>>>
>>>> This brings me to a second option.  I think a simpler approach 
>>>> would be to reduce the size of the crank pulley.
>>>> The problem is that I haven't found a multi-V reducing pulley at 
>>>> any of the after-market suppliers.  I really don't
>>>> want to change over all the multi-V pulleys to single V pulleys, 
>>>> but that is one option.
>>>>
>>>> Another solution might be to find a smaller pulley from another 
>>>> vehicle and adapt it to fit the rotary.  If that doesn't
>>>> work, I could have one made.
>>>>
>>>> So, am I worrying about nothing, or is this a real problem?
>>>>
>>>> Mark
>>>
>>>
>>>
>>>>>  Homepage:  http://www.flyrotary.com/
>>>>>  Archive:   http://lancaironline.net/lists/flyrotary/List.html
>>
>>
>>>>  Homepage:  http://www.flyrotary.com/
>>>>  Archive:   http://lancaironline.net/lists/flyrotary/List.html
>
>
>
>>>  Homepage:  http://www.flyrotary.com/
>>>  Archive:   http://lancaironline.net/lists/flyrotary/List.html
>