X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from web1101.biz.mail.sk1.yahoo.com ([74.6.114.33] verified) by logan.com (CommuniGate Pro SMTP 5.2.16) with SMTP id 3873162 for flyrotary@lancaironline.net; Sat, 03 Oct 2009 09:25:09 -0400 Received-SPF: none receiver=logan.com; client-ip=74.6.114.33; envelope-from=admin@haaspowerair.com Received: (qmail 42091 invoked by uid 60001); 3 Oct 2009 13:24:33 -0000 Message-ID: <356011.39901.qm@web1101.biz.mail.sk1.yahoo.com> X-YMail-OSG: jT6lIOoVM1kknTusvCB0RF6qFjC_z_QD2HMuKAl016A.SWzMUGTujqaYQA.RREYivA9d3ZjmdxHNwUQPFYAKPB6O8cBvA41LMhgCVkTwvcrawq5AVzLT75AxSVl3YZZTjwE4CQqiOU3a1J_gaFYoJIkZaJzjy6NfrhSAzpqbQlf7cQ92pIvON5ZTYjsT1SA7dOWjsiceRtyBx3UzdPNAMbW1kKJlJtaFQUWsaMzML1gW2iRBU4ZLrI_rnBPDJPiUL7oJ3c_rTKc9x5rjQw0brfWE2VnJt_c2Llev.KMGgej__OtRSTu4K9ivwrSmrarLwVTMEyNVcpg7687slHT5KnLw_dVkXnDkFkG7DXHglFzARy4f9OG0.Vpv3zA- Received: from [75.163.13.178] by web1101.biz.mail.sk1.yahoo.com via HTTP; Sat, 03 Oct 2009 06:24:32 PDT X-Mailer: YahooMailClassic/7.0.14 YahooMailWebService/0.7.347.3 Date: Sat, 3 Oct 2009 06:24:32 -0700 (PDT) From: stephen haas Subject: Re: [FlyRotary] Re: Zenith 801 To: Rotary motors in aircraft In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-418522762-1254576272=:39901" --0-418522762-1254576272=:39901 Content-Type: text/plain; charset=utf-8 Content-Transfer-Encoding: quoted-printable To keep this thing fair I will post the hatchet job Mr Lamar posted on the = net. Before this I had never heard of him. The same time this happened I go= t over 1000 hits on my website, the thing that bothered me was I have a "co= ntact me" page on my website.. A decent person would have opened up a dialo= g to ask me reasons=C2=A0 and debate me=C2=A0on how I got to the end result= of my plane.=C2=A0=C2=A0For whatever reason he didn't want my side to be t= old,,, only his.... Bizarre for sure. =C2=A0 Ben. =C2=A0 This posting that was on the internet was forwarded to me by several=20 friends.......=20 ---------------------------------------------------------------------------= =C2=AD---------------------------------------------------------------=20 On the "801"=20 =E2=80=9CThis is an accident waiting to happen. The motor mount is incorrec= tly=20 designed with un triangulated bays and bent tubes in tension and=20 compression. The firewall forward weight is at least 450 pounds=20 aluminum block or no aluminum block. No mention is made of beefing up=20 the fuselage to take the vastly increased bending loads during landing=20 and high G turns not to mention the increased bending loads on the=20 wing spars. Zenairs are not over =C2=A0designed to begin with having very= =20 thin skins.=20 "The fuel burn is better then expected though and I am presently=20 confirming the JPI 450 for accuracy. Cruise @ 11,000 msl is producing=20 5.9 0 -6.3 =C2=A0gallons an hour."=20 The numbers quoted above shows a lack of understanding about engine=20 engineering in general. The fuel burn quoted at 6 gallons an hour or=20 37 pounds an hour means the engine is only generating 83 HP giving it=20 the benefit of a BSFC number of .45. In the unlikely event the BSFC is=20 as low as .40 the HP then would be 93 HP at the absolute maximum. Now=20 you have a 450 pound firewall forward weight putting out 93 HP at=20 cruise.=20 Something is seriously wrong.=20 =C2=A0 "The numbers I am shooting for are one pound of engine weight for=20 each horsepower and a small total engine profile that will fit in most=20 airframes."=20 What he is saying here is he things he is going to get 350 to 400 HP=20 with a 1.43:1 PSRU ratio. With a 2600 RPM prop that is 3700 engine=20 RPM. No way is that going to happen.=20 This person is totally clueless.=20 I am really worried here. Probably one of the most dangerous=20 airplanes I have seen in a very long time.=20 Paul Lamar=E2=80=9D=20 ---------------------------------------------------------------------------= =C2=AD----------------------------------------------------------------=20 I don't know who this "person" is or what his qualifications are but..=20 I am compelled to answer his hatchet job on every topic.=20 My project is a one of a kind. I had no group, forum or any other=20 source to go to during the design, and test flying of my experimental=20 aircraft, so all the calculations, fabrications and installations are=20 a one off and done to the best of my ability using past life=20 experiences from fabricating stuff on race boats, cars and god only=20 knows whatever I have modified in earlier years.=20 I built my plane, 3000 + hours of MY time. I didn't but a half built=20 one, or a completed one to use a test bed for my powerplant. I have=20 been flying for almost 30 years and owned several other planes.=20 =C2=A0 =C2=A0 My experimental plane has been flying for 5 years and 300 hou= rs.=20 Been flown in air from 97f =C2=A0 to -37f. Has over 500 landing, been flown= =20 from JAC, 6430 msl to 18,000 feet, full throttle, !! over a couple of=20 dozen times to test it for strength. Been flown in all other power=20 settings to comfirm and quantify data. Tested to +3.5g's to - 2.5 g's.=20 Flown to OSH and back... not trucked there as others seem to do to=20 display their creations.=20 My responses..=20 1- When is this " accident" going to happen ??=20 2- The mount is designed by me using triangulation, just go to my web=20 site and look at the pics.=20 3- There are NO bent tubes in my mount. there are intersecting angles=20 but that happens on ALL mounts. At those intersections the area is=20 beefed up internally. Just because you can't see it doesn't mean crap.=20 4- I know EXACTLY what it weighs. I don't guess like he seems to. And=20 it is less then his "estimation"=20 5- Of course I beefed up the airframe as I built it. Just because I=20 didn't state that on my website should not give him a pass at a free=20 shot.=20 6- Zenith Aircraft seem to be an "issue" to him. Mine =C2=A0has twice the= =20 "suggested" HP and still has not broken in half.=20 7- The plane has so much power that at cruise I can throttle back to=20 ALOT.. A 801 has alot of aerodynamic drag. I can run 90@ 6.4 GPH or=20 110@ 17 GPH. The plane hits a brick wall so why burn three times the=20 fuel to go a little faster. If I wanted to go fast I would have built=20 another type plane. You would think a guy like him could draw a simple=20 conclusion.=20 8- I have probably built, raced and tested more engines hen he can=20 dream about.=20 9- BSFC of .45 ??? =C2=A0 Jeez. I would be embarrased to tune a motor that= =20 rich.=20 10- Nothing is " seriously wrong"............. I am seriously=20 throttled back.=20 11- The motor is capable of 600 + Hp in different trim. ie, different=20 redrive ratio, different intake design, etc. The motor will not gain=20 any more weight by changing componants, so 350-400 Hp is a no=20 brainer.. On MY plane I purposely stayed with 1.43-1 because it for=20 sure doen not need any more power.=20 12- Where did he get the 3700 RPM # =C2=A0from ? =C2=A0I turn the motor alo= t=20 higher then that on take off. Yeah, the prop is kinda noisy but=20 nothing worse then what noise a seaplane makes with a large diameter=20 prop.=20 13- =C2=A0""" Totally Clueless""" =C2=A0Ya wanna bet..=20 And in closing all I can add is=20 " I am really worried here. Probably one of the most dangerous=20 airplanes I have seen in a very long time. "=20 =C2=A0Geez... Where was he 5 years and 300 hours ago ??????.=20 =C2=A0 Ben Haas www.haaspowerair.com.=20 --- On Sat, 10/3/09, George Lendich wrote: From: George Lendich Subject: [FlyRotary] Re: Zenith 801 To: "Rotary motors in aircraft" Date: Saturday, October 3, 2009, 2:43 AM =EF=BB=BF=20 =C2=A0Ben,=20 Didn't see it and although on this list we may not all agree we seem to be = much more tolerant of others ideas. Mind you the proof is always in the pud= ding. On PL don't sweat it, it's aggravation you don't need. =C2=A0 I have had exposure to some good ideas from the other list, but equally I'v= e had a lot of help from this list. =C2=A0 Tell me Ben why, didn't you go for the Ford C6 planetary reduction box, you= could machine any parts you need for yourself.=C2=A0 George (down under) A couple of extra pounds is a safe trade off for crackshaft security in my = opinion.=C2=A0 I am a big fan of rotarys going back to the IMSA Camel Light= s class at Daytona and other tracks. The main reason I didn't go that route= on my prototype is I am=C2=A0based=C2=A0at the only airport in the world t= hat is in a national park=C2=A0and keeping a rotary quiet for a few hundred= hours while I go through testing/R&D phase is not a obstacle I wanted to o= vercome. There is a good possibility I will offer my services to fellow alt= ernative engine guys who need custom machine work done.=C2=A0By now=C2=A0I = am guessing most of you guys have read the hatchet job the wizard on the ot= her list=C2=A0posted on the internet=C2=A0about me and my plane.=C2=A0 He i= s a piece of work for sure. =C2=A0 Tailwinds. Ben. --- On Fri, 10/2/09, George Lendich wrote: From: George Lendich Subject: [FlyRotary] Re: Quiet is Deafening To: "Rotary motors in aircraft" Date: Friday, October 2, 2009, 2:58 PM =EF=BB=BF=20 Ben, Fluid dampers are good but their heavy and I believe that's the reason why = their not used in Aviation ( to my knowledge), especially where FWF weight = is critical. =C2=A0 We have all been through 'baptism' on the other site. =C2=A0 I did mean to say Ben - why didn't you put all your efforts to developing t= he rotary=C2=A0. With your obvious skills you would have made a major contr= ibution - perhaps next time !? =C2=A0 I'm still trying to get my head around those kick-outs on the aft end of the rad outlet. I'm trying to confirm WHY they work - anyone got= any suggestions. =C2=A0 George ( down under) =C2=A0 George (down under) George. I have been building racing engines for years. I have never had a c= rack break from harmonics while using these guys product. Here is a link to= their website that gives the details on how it functions. =C2=A0 http://www.fluidampr.com/IMAGES/ADS/2009%20catalog/Fluidampr%20catalog%2020= 09.pdf =C2=A0 =C2=A0After reading all the posts on here for the last few days I have to s= ay you guys are all moving forward toward a common and successful conclusio= n. Keep on experimenting !!!!!=C2=A0 The "other"=C2=A0 rotary site I got=C2= =A0trashed on=C2=A0is, how can I say this politely ???=C2=A0=C2=A0 Well, le= ts just say it is entertaining for sure. =C2=A0 Ben.=20 www.haaspowerair.com --- On Thu, 10/1/09, George Lendich wrote: From: George Lendich Subject: [FlyRotary] Re: Quiet is Deafening To: "Rotary motors in aircraft" Date: Thursday, October 1, 2009, 2:39 PM =EF=BB=BF=20 Ben, Good work! You certainly picked up on many of the problems associated with auto engine= conversions. I particularly like the mixture block for the Holly carb.=20 While I was searching for a pen I missed what you said you used for a dampe= r - did you say you used a fluid damper ? George ( down under) ----- Original Message -----=20 From: stephen haas=20 To: Rotary motors in aircraft=20 Sent: Thursday, October 01, 2009 11:59 AM Subject: [FlyRotary] Re: Quiet is Deafening This will explain alot... Fire away with any questions. =C2=A0 http://video.google.com/videoplay?docid=3D-7272451917550730841&hl=3Den# --- On Wed, 9/30/09, George Lendich wrote: From: George Lendich Subject: [FlyRotary] Re: Quiet is Deafening To: "Rotary motors in aircraft" Date: Wednesday, September 30, 2009, 7:33 PM =EF=BB=BF=20 =C2=A0Don't be shy Ben - we all ears. George ( down under) Hi Jeff and all others. I am a newbie to the group but a serious auto engin= e fanatic. I feel your pain on the cooling issues with a "slow" plane.=C2= =A0 I can expand on that if you or anyone else is interested. =C2=A0 Tailwinds. =C2=A0 Ben. www.haaspowerair.com --- On Wed, 9/30/09, Jeff Whaley wrote: From: Jeff Whaley Subject: [FlyRotary] Re: Quiet is Deafening To: "Rotary motors in aircraft" Date: Wednesday, September 30, 2009, 9:02 AM #yiv1490170147 #yiv439764593 #yiv344586404 #yiv1864832422 UNKNOWN { FONT-FAMILY:Calibri;panose-1:2 15 5 2 2 2 4 3 2 4;} #yiv1490170147 #yiv439764593 #yiv344586404 #yiv1864832422 UNKNOWN { FONT-FAMILY:Tahoma;panose-1:2 11 6 4 3 5 4 4 2 4;} #yiv1490170147 #yiv439764593 #yiv344586404 #yiv1864832422 #yiv1355163408 #y= iv1355163408 P.MsoNormal { FONT-SIZE:12pt;MARGIN:0in 0in 0pt;FONT-FAMILY:"Times New Roman", "serif";} #yiv1490170147 #yiv439764593 #yiv344586404 #yiv1864832422 #yiv1355163408 LI= .MsoNormal { FONT-SIZE:12pt;MARGIN:0in 0in 0pt;FONT-FAMILY:"Times New Roman", "serif";} #yiv1490170147 #yiv439764593 #yiv344586404 #yiv1864832422 #yiv1355163408 DI= V.MsoNormal { FONT-SIZE:12pt;MARGIN:0in 0in 0pt;FONT-FAMILY:"Times New Roman", "serif";} #yiv1490170147 #yiv439764593 #yiv344586404 #yiv1864832422 #yiv1355163408 A:= link { COLOR:blue;TEXT-DECORATION:underline;} #yiv1490170147 #yiv439764593 #yiv344586404 #yiv1864832422 #yiv1355163408 SP= AN.MsoHyperlink { COLOR:blue;TEXT-DECORATION:underline;} #yiv1490170147 #yiv439764593 #yiv344586404 #yiv1864832422 #yiv1355163408 A:= visited { COLOR:blue;TEXT-DECORATION:underline;} #yiv1490170147 #yiv439764593 #yiv344586404 #yiv1864832422 #yiv1355163408 SP= AN.MsoHyperlinkFollowed { COLOR:blue;TEXT-DECORATION:underline;} #yiv1490170147 #yiv439764593 #yiv344586404 #yiv1864832422 #yiv1355163408 P = { FONT-SIZE:12pt;MARGIN-LEFT:0in;MARGIN-RIGHT:0in;FONT-FAMILY:"Times New Roma= n", "serif";} #yiv1490170147 #yiv439764593 #yiv344586404 #yiv1864832422 #yiv1355163408 SP= AN.EmailStyle18 { COLOR:navy;FONT-FAMILY:"Arial", "sans-serif";} #yiv1490170147 #yiv439764593 #yiv344586404 #yiv1864832422 #yiv1355163408 SP= AN.EmailStyle19 { COLOR:#1f497d;FONT-FAMILY:"Calibri", "sans-serif";} #yiv1490170147 #yiv439764593 #yiv344586404 #yiv1864832422 #yiv1355163408 .M= soChpDefault { FONT-SIZE:10pt;} #yiv1490170147 #yiv439764593 #yiv344586404 #yiv1864832422 UNKNOWN { MARGIN:1in 1.25in;} #yiv1490170147 #yiv439764593 #yiv344586404 #yiv1864832422 #yiv1355163408 DI= V.Section1 { } I guess some people must actually be flying =E2=80=A6 Personally, I=E2=80=99m almost ready to fly again after another round of mo= difications to oil cooling system.=C2=A0 My slow, 105 mph airplane is havin= g difficulty keeping the oil temperature below redline (210F) above 4000 rp= m.=C2=A0 Have added a second oil cooler - now have one each side of engine,= similar-looking to dual evaporator cores (for water) in RVs. =C2=A0Since I= can=E2=80=99t cruise at 160 mph have decided that 2x surface area is neede= d to make up for 1.6x airspeed.=20 Jeff=20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Beh= alf Of Kelly Troyer Sent: Wednesday, September 30, 2009 10:16 AM To: Rotary motors in aircraft Subject: [FlyRotary] Quiet is Deafening Anyone out there ??.....................<:) -- Kelly Troyer=20 "Dyke Delta"_13B ROTARY Engine=20 "RWS"_RD1C/EC2/EM2=20 "Mistral"_Backplate/Oil Manifold=20 =C2=A0 -------------- Original message from "Patrick Panzera" : --------------=20 Hey gang!=20 I came across a rare find this weekend.=20 Any serious rotorhead will certainly appreciate this.=20 Bluelines from 1973 of the General Motors Wankel Rotary engine.=20 I just put them up on eBay=20 http://tinyurl.com/GM-Rotary-drawings=20 Pat=20 --0-418522762-1254576272=:39901 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
To keep this thing fair I will post the = hatchet job Mr Lamar posted on the net. Before this I had never heard of hi= m. The same time this happened I got over 1000 hits on my website, the thin= g that bothered me was I have a "contact me" page on my website.. A decent = person would have opened up a dialog to ask me reasons  and debate me&= nbsp;on how I got to the end result of my plane.  For whatever re= ason he didn't want my side to be told,,, only his.... Bizarre for sure.
 
Ben.
 
This posting that was on= the internet was forwarded to me by several
friends.......
----------------------------------------------------------------------= -----­--------------------------------------------------------------- <= BR>
On the "801"
=E2=80=9CThis is an accident waiting to happen. The motor mount is inc= orrectly
designed with un triangulated bays and bent tubes in tension a= nd
compression. The firewall forward weight is at least 450 pounds
= aluminum block or no aluminum block. No mention is made of beefing up
t= he fuselage to take the vastly increased bending loads during landing
a= nd high G turns not to mention the increased bending loads on the
wing = spars. Zenairs are not over  designed to begin with having very
th= in skins.
"The fuel burn is better then expected though and I am presently
c= onfirming the JPI 450 for accuracy. Cruise @ 11,000 msl is producing
5.= 9 0 -6.3  gallons an hour."
The numbers quoted above shows a lack of understanding about engine engineering in general. The fuel burn quoted at 6 gallons an hour or
= 37 pounds an hour means the engine is only generating 83 HP giving it
t= he benefit of a BSFC number of .45. In the unlikely event the BSFC is
a= s low as .40 the HP then would be 93 HP at the absolute maximum. Now
yo= u have a 450 pound firewall forward weight putting out 93 HP at
cruise.=
Something is seriously wrong.
  "The numbers I am shooting for are one pound of engine weight f= or
each horsepower and a small total engine profile that will fit in mo= st
airframes."
What he is saying here is he things he is going to get 350 to 400 HP <= BR>with a 1.43:1 PSRU ratio. With a 2600 RPM prop that is 3700 engine
R= PM. No way is that going to happen.
This person is totally clueless.
I am really worried here. Probably one of the most dangerous
airpl= anes I have seen in a very long time.
Paul Lamar=E2=80=9D
----------------------------------------------------------------------= -----­---------------------------------------------------------------- =
I don't know who this "person" is or what his qualifications are but..=
I am compelled to answer his hatchet job on every topic.
My project is a one of a kind. I had no group, forum or any other
= source to go to during the design, and test flying of my experimental
a= ircraft, so all the calculations, fabrications and installations are
a = one off and done to the best of my ability using past life
experiences = from fabricating stuff on race boats, cars and god only
knows whatever = I have modified in earlier years.
I built my plane, 3000 + hours of MY time. I didn't but a half built <= BR>one, or a completed one to use a test bed for my powerplant. I have
= been flying for almost 30 years and owned several other planes.
    My experimental plane has been flying for 5 years and 30= 0 hours.
Been flown in air from 97f   to -37f. Has over 500 landin= g, been flown
from JAC, 6430 msl to 18,000 feet, full throttle, !! over= a couple of
dozen times to test it for strength. Been flown in all oth= er power
settings to comfirm and quantify data. Tested to +3.5g's to - = 2.5 g's.
Flown to OSH and back... not trucked there as others seem to d= o to
display their creations.
My responses..
1- When is this " accident" going to happen ??
2- The mount is designed by me using triangulation, just go to my web =
site and look at the pics.
3- There are NO bent tubes in my mount. there are intersecting angles =
but that happens on ALL mounts. At those intersections the area is
= beefed up internally. Just because you can't see it doesn't mean crap.
4- I know EXACTLY what it weighs. I don't guess like he seems to. And =
it is less then his "estimation"
5- Of course I beefed up the airframe as I built it. Just because I didn't state that on my website should not give him a pass at a free
= shot.
6- Zenith Aircraft seem to be an "issue" to him. Mine  has twice = the
"suggested" HP and still has not broken in half.
7- The plane has so much power that at cruise I can throttle back to <= BR>ALOT.. A 801 has alot of aerodynamic drag. I can run 90@ 6.4 GPH or
= 110@ 17 GPH. The plane hits a brick wall so why burn three times the
fu= el to go a little faster. If I wanted to go fast I would have built
ano= ther type plane. You would think a guy like him could draw a simple
con= clusion.
8- I have probably built, raced and tested more engines hen he can dream about.
9- BSFC of .45 ???   Jeez. I would be embarrased to tune a motor = that
rich.
10- Nothing is " seriously wrong"............. I am seriously
thro= ttled back.
11- The motor is capable of 600 + Hp in different trim. ie, different =
redrive ratio, different intake design, etc. The motor will not gain any more weight by changing componants, so 350-400 Hp is a no
brainer= .. On MY plane I purposely stayed with 1.43-1 because it for
sure doen = not need any more power.
12- Where did he get the 3700 RPM #  from ?  I turn the moto= r alot
higher then that on take off. Yeah, the prop is kinda noisy but =
nothing worse then what noise a seaplane makes with a large diameter prop.
13-  """ Totally Clueless"""  Ya wanna bet..
And in closing all I can add is
" I am really worried here. Probab= ly one of the most dangerous
airplanes I have seen in a very long time.= "
 Geez... Where was he 5 years and 300 hours ago ??????.
 
Ben Haas


--- On Sat, 10/3/09, George Lendich <lendich@aanet.co= m.au> wrote:

From: George Lendich <lendich@aanet.com.au>=
Subject: [FlyRotary] Re: Zenith 801
To: "Rotary motors in aircraft" = <flyrotary@lancaironline.net>
Date: Saturday, October 3, 2009, 2:4= 3 AM

=EF=BB=BF=20
 Ben,
Didn't see it and although on this list we= may not all agree we seem to be much more tolerant of others ideas. Mind y= ou the proof is always in the pudding. On PL don't sweat it, it's aggravati= on you don't need.
 
I have had exposure to some good ideas fro= m the other list, but equally I've had a lot of help from this list.=
 
Tell me Ben why, didn't you go for the For= d C6 planetary reduction box, you could machine any parts you need for your= self. 
George (down under)
A couple of extra pounds is a safe trade off for crackshaft security i= n my opinion.  I am a big fan of rotarys going back to the IMSA Camel = Lights class at Daytona and other tracks. The main reason I didn't go that = route on my prototype is I am based at the only airport in the wo= rld that is in a national park and keeping a rotary quiet for a few hu= ndred hours while I go through testing/R&D phase is not a obstacle I wa= nted to overcome. There is a good possibility I will offer my services to f= ellow alternative engine guys who need custom machine work done. By no= w I am guessing most of you guys have read the hatchet job th= e wizard on the other list posted on the internet about me and my= plane.  He is a piece of work for sure.
 
Tailwinds.
Ben.

--- On Fri, 10/2/09, George Lendich <lendich@aane= t.com.au> wrote:

From: George Lendich <lendich@aanet.com.au>=
Subject: [FlyRotary] Re: Quiet is Deafening
To: "Rotary motors in ai= rcraft" <flyrotary@lancaironline.net>
Date: Friday, October 2, 200= 9, 2:58 PM

=EF=BB=BF=20
Ben,
Fluid dampers are good but their heavy and= I believe that's the reason why their not used in Aviation ( to my knowled= ge), especially where FWF weight is critical.
 
We have all been through 'baptism' on the = other site.
 
I did mean to say Ben - why didn't you put= all your efforts to developing the rotary . With your obvious skills = you would have made a major contribution - perhaps next time !?
 
I'm still trying to get my head around tho= se kick-outs on the
aft end of the rad outlet. I'm trying to c= onfirm WHY they work - anyone got any suggestions.
 
George ( down under)
 
George (down under)
=
George. I have been building racing engines for years. I have never ha= d a crack break from harmonics while using these guys product. Here is a li= nk to their website that gives the details on how it functions.
 
 
 After reading all the posts on here for the last few days I have= to say you guys are all moving forward toward a common and successful conc= lusion. Keep on experimenting !!!!!  The "other"  rotary site I g= ot trashed on is, how can I say this politely ???   Wel= l, lets just say it is entertaining for sure. <GG>
 
Ben.
www.haaspowerair.com

--- On Thu, 10/1/09, George Lendich <lendich@aanet.com.au> wrote:

From: George Lendich <lendich@aanet.com.au>=
Subject: [FlyRotary] Re: Quiet is Deafening
To: "Rotary motors in ai= rcraft" <flyrotary@lancaironline.net>
Date: Thursday, October 1, 2= 009, 2:39 PM

=EF=BB=BF=20
Ben,
Good work!
You certainly picked up on many of the pro= blems associated with auto engine conversions. I particularly like the mixt= ure block for the Holly carb.
While I was searching for a pen I missed w= hat you said you used for a damper - did you say you used a fluid damper ?<= /FONT>
George ( down under)
----- Original Message -----
Sent: Thursday, October 01, 2009 11:= 59 AM
Subject: [FlyRotary] Re: Quiet is De= afening

This will explain alot... Fire away with any questions.
 

From: George Lendich <lendich@aanet.com.au>
Subject: [FlyRotary] Re: Quiet = is Deafening
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Date: Wednesday, = September 30, 2009, 7:33 PM

=EF=BB=BF=20
 Don't be shy Ben - we all ears.
George ( down under)
Hi Jeff and all others. I am a newbie to the group but a serious auto = engine fanatic. I feel your pain on the cooling issues with a "slow" plane.=   I can expand on that if you or anyone else is interested.
 
Tailwinds.
 
Ben.
www.haaspowerair.com

--- On Wed, 9/30/09, Jeff Whaley &l= t;jwhaley@datacast.com> w= rote:

From: Jeff Whaley <jwhaley@datacast.com>
Subject: [FlyRotary] Re: Quiet is D= eafening
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net= >
Date: Wednesday, September 30, 2009, 9:02 AM

I guess some people must actually be flying= =E2=80=A6

Personally, I=E2=80=99m almost ready to fly= again after another round of modifications to oil cooling system.  My= slow, 105 mph airplane is having difficulty keeping the oil temperature be= low redline (210F) above 4000 rpm.  Have added a second oil cooler - n= ow have one each side of engine, similar-looking to dual evaporator cores (= for water) in RVs.  Since I can=E2=80=99t cruise at 160 mph have decid= ed that 2x surface area is needed to make up for 1.6x airspeed.=20

Jeff

From: Rotary motors in aircraft [mailto:flyrotary@la= ncaironline.net] On Behalf Of Kelly Troyer
Sent: Wednesday= , September 30, 2009 10:16 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Quiet is Deafening

Anyone out there ??.....................<:)

--
Kelly Troyer
"= Dyke Delta"_13B ROTARY Engine
"RWS"_RD1C/EC2/EM2
"Mistral"_Backplat= e/Oil Manifold


 

-------------- Original = message from "Patrick Panzera" <panzera@experimental-aviation.com>: -= -------------=20

Hey gang!=20

I came across a rare find this weekend.= =20

Any serious rotorhead will certainly appreciate = this.=20

Bluelines from 1973 of the General Motors Wankel= Rotary engine.=20

I just put them up on eBay=20

http://tinyurl.com/GM-Rotary-drawings<= /SPAN>=20

Pat=20

<= /BLOCKQUOTE>
--0-418522762-1254576272=:39901--