X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mtiwmhc13.worldnet.att.net ([204.127.131.117] verified) by logan.com (CommuniGate Pro SMTP 4.3c5) with ESMTP id 913820 for flyrotary@lancaironline.net; Mon, 25 Apr 2005 10:52:15 -0400 Received-SPF: none receiver=logan.com; client-ip=204.127.131.117; envelope-from=keltro@att.net Received: from 204.127.135.76 ([204.127.135.76]) by worldnet.att.net (mtiwmhc13) with SMTP id <20050425145156113002mkqpe>; Mon, 25 Apr 2005 14:51:56 +0000 Received: from [209.247.222.101] by 204.127.135.76; Mon, 25 Apr 2005 14:51:55 +0000 From: keltro@att.net (Kelly Troyer) To: "Rotary motors in aircraft" Subject: Apex Slot Wear/ Grinding for 3mm Seals Date: Mon, 25 Apr 2005 14:51:55 +0000 Message-Id: <042520051451.27502.426D040A000E4C5800006B6E2161243646019D9B040A05@att.net> X-Mailer: AT&T Message Center Version 1 (Feb 14 2005) X-Authenticated-Sender: a2VsdHJvQGF0dC5uZXQ= MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="NextPart_Webmail_9m3u9jl4l_27502_1114440715_0" --NextPart_Webmail_9m3u9jl4l_27502_1114440715_0 Content-Type: text/plain Content-Transfer-Encoding: 8bit Lynn, The current question seems to be the hardness of the "Hurley" seals that failed in Ed Anderson's 13B relative to "Tracy's" seals or even stock seals.....Also the wear of his apex slot seems to be a factor........Correct me if I am wrong but I believe your 12A engines use 3mm carbon racing seals........If this is so I would presume they are much softer than stock seals.........How much racing at 8-9000 rpm do you get out of them and where are the wear patterns located........seal surface,side etc ? Thanks, -- Kelly Troyer Dyke Delta/13B/RD1C/EC2 Lehanover@aol.com wrote: In a message dated 04/24/2005 02:53 Central Daylight Time, finn.lassen@verizon.net writes: << Ok, so grooves don't wear in your application (car racing) with proper lubrication and air filtering. What HP range would you estimate your engines spend 90% of their time in? Finn >> We record and review each session on a video camera that watches a special set of gages. I show the driver where he has dropped off of the power and he complains about having to shift up here or down there and so on. We may then change rear end ratios to get him out of a shift in a fast turn or such. He is attempting to stay above 8,000 RPM. Max power is at 9,400 RPM and shifts are at 9,600 RPM. HP at 8,000 is 223 to 225. Max power is 244 to 245 HP at 9,400 RPM. Lynn E. Hanover --NextPart_Webmail_9m3u9jl4l_27502_1114440715_0 Content-Type: text/html Content-Transfer-Encoding: 8bit
Lynn,
  The current question seems to be the hardness of the "Hurley" seals that failed
in Ed Anderson's 13B relative to "Tracy's" seals or even stock seals.....Also the
wear of his apex slot seems to be a factor........Correct me if I am wrong but I believe
your 12A engines use 3mm carbon racing seals........If this is so I would presume
they are much softer than stock seals.........How much racing at 8-9000 rpm do you
get out of them and where are the wear patterns located........seal surface,side etc ?
 
Thanks,
--
Kelly Troyer
Dyke Delta/13B/RD1C/EC2

Lehanover@aol.com wrote:
In a message dated 04/24/2005 02:53 Central Daylight Time, 
finn.lassen@verizon.net writes:

<< Ok, so grooves don't wear in your application (car racing) with proper 
 lubrication and air filtering.
 
 What HP range would you estimate your engines spend 90% of their time in?
 
 Finn
  >>


We record and review each session on a video camera that watches a special 
set of gages. I show the driver where he has dropped off of the power and he 
complains about having to shift up here or down there and so on. We may then 
change rear end ratios to get him out of a shift in a fast turn or such. 

He is attempting to stay above 8,000 RPM. Max power is at 9,400 RPM and 
shifts are at 9,600 RPM. 

HP at 8,000 is 223 to 225. Max power is 244 to 245 HP at 9,400 RPM.

Lynn E. Hanover
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