CONTACT! Magazine issue #72

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Ted Nickel 2821 West Compton Court Fresno, California 93711.

559-432-1369 Email is twnickel@fresno.edu A Shining Example of Innovative Ideas Ted received his BA from Tabor College and his Ph.D. from U.C.L.A. in 1972. He is currently a Professor of Psychology at Fresno Pacific University, with plans to retire later this year. He claims that his life in Academia has provided none of the skills required to build an aircraft. Ted flies his plane regularly from Sierra Sky Park, the home of EAA Chapter 376. He became a Private Pilot in 1974 and added an Instrument Rating ten years later. Ted is an active participant in the Young Eagles program.

My wife gave me a blank check after I'd graduated from UCLA, got a doctorate in psychology, so began flight training in the LA basin. I got some good radio work there. We moved on to Tulsa OK and I flew very aggressively the next few years, flying with a good group called “The Oklahoma Airmen”. I bought into a part owner in a Beechcraft Bonanza and flew that for a few years. I’ve logged about 800 hours flying time, with experiences across a wide category of aircraft, from the 152 Trainer to the “S” model Bonanza.

I got my first airplane ride as a 5 year old in a Ryan Trainer and always had an interest in aircraft. That made itself known through building models and so forth as a kid. Then that all was put on the back burner through the early years of marriage and family raising. Ultimately, I got back into aviation and the like.

Ultimately, my dream was to build an airplane powered with an automobile engine. It never really appealed to me to go with the standard Lycoming or Continental. I wanted to try something different. Not because it was necessarily better, faster, cheaper, or whatever, it was just a technological challenge.

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THE PROJECT BEGINS As I became more serious about building my own aircraft I looked at several different designs. I wanted a two place, side by side, so the Glasair, Lancair, and the RV6 were a few obvious choices. I wanted to use an auto engine conversion of some type and determined that I would build the airframe first. The Blackman’s (a father and son team in San Jose, CA) were flying an RV-4 with a Ford 3.8 liter V6 using the Blanton conversion. So I went for it. I made my commitment to it and stuck with it throughout.

It took about 6 years to build. I then flew it for six months, crashed the airplane due to a pilot error (not an engine problem at all) and took another 6 years to rebuild it.

(Read about Ted’s incident on page 10) I’ve been flying it since the rebuild for more than a year and half, about 170 The mixing block can be seen between the carb body and the float. hours on the aircraft at this writing. The only actual engine problem I've experienced thus far is a down and rebuilt. We had it done in a junior college auto broken valve spring. Other than that it's been peripheral shop, under the strict direction of the instructor. things: dealing with the cooling system, making adjustThe plan from the beginning was to follow Blanton recments on this and that, and some of the electrical and ommendations quite closely, which I did with very few fuel supply systems. exceptions. Instead of the 500 CFM carburetor, I went with a Holley 350 CFM and it seems to work a little better The engine is from a 1984 Thunderbird. The Thunderbird and now gets better fuel distribution. Also have the Tom had three years service on it, so it was completely torn McNeely leaning block installed on the carb.

IGNITION The ignition is standard Ford ignition. I did go to some pains to have the distributor blueprinted and put a new oil light bearing in, which I had machined down to very close tolerances. There is no lateral or vertical movement in the shaft. We found that the cam would drive the distributor shaft upwards and therefore the star wheel was missing the magnet and sending a weak electrical pulse to the computer. So with the machine work on the oil light bearing, and with some shimming the shaft itself (to prevent the vertical movement), we were able to move the magnet much closer to the star wheel. So now, rather than generating an 11 volt signal to the computer, we are now seeing a little over 20 volts. This helped the engine idle much smoother than before.

One of the few parts on Ted’s plane which is made from fiberglass is his cooling air inlet. Pictured just inside is Ted’s Griffith Industries radiator.

COOLING The cooling system is the area in which I’ve probably spent the most

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tures and how those are controlled. I have only the Modine heat exchanger that comes standard with the Ford supercharged 3.8 liter engine. It is available from the Ford dealership as a standard part. The coolant flows through it, as does the oil on its way to the oil filter, and that's the only way I work with the temperature out of the oil. That allows me to run coolant and oil temperatures almost the same.

Actually, my oil temperature is 10 to 15 degrees lower than my coolant temperature, on a regular basis, under all conditions. However, I do measure the oil temperature in the pan and I would be very interested to see others do that so we can compare figures. Few do that and I think that's a critical thing to look at because I'm seeing 250-275 on a regular basis. It’s the temperature in the pan that may be what limits us more than after we've cooled the oil and put it back in the engine. Ultimately, you There’s at least one other source of oil cooling Ted may not have mencan have an unlimited size radiator tioned. Note the fins on the oil filter. and cool the oil to whatever temperature you want. But you need to be sure that you don't, at time. After working with NACA inlets for awhile I now some point, raise that oil temperature higher than 300 understand that they don't work too well in this applicadegrees as I understand it, not being an engineer. But tion. Radiator cooling calls for an expansion chamber the limiting temperature for petroleum based oil would be that carefully follows the design principles espoused by about the 300 degree mark. And I'm Kutschmann & Weber, in their work certainly moving up toward that level. from the 1930’s in Germany. Speeding up the air again after it leaves the A few years ago at Oshkosh, perhaps radiator and having the air chamber in about 1998, a General Motors ensealed tightly so no air escapes is gine designer was in the forum that equally important. Following a few the Contact magazine held for auto simple principles allows me to use a engine developers. In response to the fairly small radiator. The 9 inch by 14 question of how hot is too hot for the inch by 3 inch unit, made by Griffith engine, his primary response was Industries, does well on hot summer engine oil temperatures at 250 in the days. pan would not be a problem, 275 you're starting to move to the alert I don’t measure my cooling capacity mode, and at 300 you are probably in terms of some parameters others doing damage to the basic structure may use, peak oil temperature, for of the oil. So that would be a limiting example. I measure it in terms of , Ted’s vintage ampere gauge helps temperature for petroleum based oil.

"Can I, on a 100 degree plus day, taxi him determine his IVO Prop pitch.

Synthetics might be a different thing for a minimum of 15 minutes and then but that's another issue all together. be able to take off at full power and climb at 120 cruise climb to 5000 feet without boiling over." To me, that's the kind of thing I can live with in terms of an operational PROPELLER issue. I can do that and a good deal more, so I'm presI'm using an in-flight adjustable IVO Magnum propeller. It ently working on reducing the air inlet size to get down to allows me to change the engine speed over a 1000 RPM that point. I don't want to over-design. I think I have a range. I can set full power at 7500 feet and vary anygood, workable criteria and I now want to close down where from 4400 engine RPM down to 3400 RPM. At the air inlet to get to that 100 degree day, 15 minute taxi 3400 engine RPM, the propeller would be spinning and 5000 foot climb parameter.

2750, which is the limit for the prop, as I understand it. I use an ammeter to give me an indication of the pitch anA good deal of interest is taken in terms of oil temperagle. This is different than what IVO recommends. He

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says just hold down the button until the circuit breaker pops. That is not something that I was comfortable with. So I installed an ammeter in my panel, from 1926 Model T Ford, which indicates the direction the prop angle is changing, toward either fine or coarse pitch. It displays the amperage draw on the electric motor. I consider 8 or 9 amps as being max, for either fine or coarse pitch setting.

The prop functions in every mode just fine but there seems to be a feeling among the IVO prop users that it does hit a wall at high speeds. It’s as if you can't push through it with the blunt face of the IVO. At this point, I don't know if that's speculation, or is in fact, an accurate reading of the problem. I'd love to think that was true. Then I wouldn't have to blame a lack of horsepower from my engine as the problem for my lower speed. I Shown here: Blanton Redrive, headers, in-flight adjustable IVO Magnum flight plan for 135 to 140 knots. It cer- as well as the radiator plenum. The headers have been ceramic coated. tainly can go faster than that, but that's a figure I'm happy to share with other people. which I did, and had that built for me by a muffler shop where the fellow was known for accurate work on buildDuring my cross country flight from Fresno, California to ing headers for race cars. He ended up doing a beautiful the Oshkosh convention, I kept fairly close track of readjob. I have equal length runners for all six cylinders and ings at cruise settings. exhaust manifolds are My experience was that able to be removed withat 7500’ ASL to 9500’ out dismounting the enASL with OAT near gine or even taking out the starter.

16ºc, with full throttle, and leaned “just rich of SYTHENTIC OIL peak”, the engine ran at The next project on re3800 RPM. The choice of turning home is to try synthat RPM is because it thetic oils. I would like to feels good. I can't say move from the Valvoline any more about it. There 50 weight racing oil that just seems to be a sweet Blanton recommends to spot and that's why I Amzoil 20/50 weight. After choose to run it at that studying some different speed. That's where I'm oils I feel content to try getting my 135 to 140 that one. Given the perknot cruise speeds. formance figures I've Manifold pressure readbeen keeping track of on ings at that point are 19.8.

A view from the underside of Ted’s plane (looking forward) this long trip to Oshkosh, shows the back side of the radiator and the exhaust outlets. I'll be able to make some EXHAUST Outlet size can be changed from the cockpit, as a cowl flap. fairly good comparisons.

That will be the only thing The exhaust system was I'll change initially. designed by use of a RADATOR computer, that takes into consideration the displacement Subsequent to that, I plan to look at the induction openof the engine, the size of the valves and the duration of ing for air to the radiator. That's underneath the plane. the cam. It was recommended to me by someone who The radiator's planted vertically in the shallow area of the runs a software program for quarter mile closed track pan and meets the air head on. The air does not change racers, that I should have 19-1/4 inch runners of 1-1/4 direction; it merely expands and contracts as it flows inch diameter going into a collector of 3 inches diameter,

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through the system. Since I have more than adequate cooling by my standard, I'm going to be cutting down the size of that aperture by half. If I begin to heat up, I'll open it back up some. If I still have adequate cooling, I may even cut it down from that point.

Then I'll re-fair the cowling to match whatever test positions I'm able to develop, trying to reduce the amount of air that runs through the radiator. My best performance in terms of cooling is this: On 109° day, taxiing for 25 minutes including two high speed runs down our 3000 foot runway and taxiing back, taking off at full power, climbing to 5000’ at 120 mph without boiling. So given that those figures are higher than the target baseline, I may want to reduce the cooling capacity.

One of the ways to determine whether or not you're getting adeLoosely based on the Blanton Redrive, Ted had this custom magnesium quate air flow into and then exiting PSRU fabricated for him. In addition to being made from magnesium, it’s from the front to the back of your been lightened by design. radiator is using a water manometer. Another device that is sometimes obtainable from air lubricant into the bearing. That’s how they service the conditioning contractors is a magnehelic. A magnehelic bearings. measures both absolute as well as differential pressures.

So, on a dial instead of with water tubes, you can more The redrive was originally authorized and built under the easily measure and do research on air induction. direction of Jim Pierce from Bakersfield, California. He'd intended to use the Blanton 3.8 liter and redrive system in his Long Easy but then went a different direction when BLANTON REDRIVE he felt he had too great an aft CG with a somewhat The redrive is based on the Blanton concept. Actually a heavier motor. I might mention my own experience with Blanton drive was purchased and then those plans were weight. I've built the engine within two inches of the fireused to create a different one made out of magnesium wall. I have no radiator between the engine and the fireand also engineered by someone who was expert in that wall the way Blanton recommends so the engine is a field to machine out areas and reduce the weight of the little further back toward the firewall. That necessitated unit. It still uses the standard two pulleys with a belt that only movement of the battery, which I have two of, to the Blanton recommends and it is a 1.6 to 1 reduction drive. baggage bulkhead. It's in the final tube of the airplane.

So I have to remove the baggage bulkhead to get at the In terms of bearings, it's still following Blanton's recombatteries. Somewhat of an inconvenience but 20 minutes mendations for all the bearings and his recommendation of hot work in there takes care of that. of removing the seal and purging it of the grease it comes equipped with and then installing the helicopter ALL METAL COWL upper rotor grease, a Mobil Oil Co. product, though I've forgotten the number designation, but a Mobil grease When I started this project I was totally dependent on that is $350 for a 5 gallon pail. If one pleads and begs other people's knowledge. I did not know what a Cleco and talks experimental aviation you might be able to get fastener was. I thought a dimple was what you found on it from a helicopter service station. I did, from a generous a baby's bottom. I heard about an English wheel and donor, get a cottage cheese container which was certhought perhaps that was somebody important in the tainly more than enough to do my bearings and some United Kingdom. But as a result of putting an auto conother people's. Subsequently I have talked with Bayard version on the front of the aircraft, I was faced with what Dupont. His experience with sealed bearings with the kind of cowl to use. And suddenly through some friendEnstrom Helicopter Group is that every year they simply ships, an English Wheel was made available to me. So I use a hypodermic needle to slide under the inner lip of got the tapes from Kent White and John Glover (both of the seal and inject some of this Mobil helicopter rotor them have fine tapes) and with that information I began

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building my cowling. It's not particularly an easy project, but it is very gratifying and satisfying to watch the flat sheets of aluminum take on compound curves fitting your personal design, the vision of what you wanted around your engine.

The cowling is built from 5052 aluminum, .032 thick, and it's H32, which would be half hard aluminum. And as it's being rolled it begins to harden. I've never done annealing.

I've just rolled to the specifications and left it at that.

Contact!: It is Ted’s outspoken desire to eventually have a true all metal aircraft. Currently only the wheel

Ted has become quite an expert with the English wheel. Plans are to eventually replace all the fiberglass with metal, including the wheel pants and wing tips. exposing only a minimal amount of the tire, but restrict the pilot from doing a complete preflight which should include a check of the tire pressure, condition of the tire tread and sidewall, and a look at the brake components.

The process that would be required to reveal these parts for inspection is enough of a hindrance to make some pilots do so less often than is wise. Ted’s solution was to make his wheel pants “two piece”, but not in the manner you might expect. Ted cut the nose section off a few inches ahead of the axle, and flush riveted a piece of piano hinge to the outer vertical surface. The removal of a single fastener from the inner surface allows the entire front portion to swing 180 degrees and gives the pilot a great opportunity to do the inspection right. You can be

Even the canopy trim is hand made from aluminum. pants, the belly scoop and the tips of the various airfoils are fiberglass. Replacing these parts won’t offer any performance improvements, but rather, simply complete this project in Ted’s personal view. Throughout this aircraft there are so many clever concepts that have been implemented in the construction process…..it would take several issues of this magazine to do them all justice, so we’ll just tell you about our favorites.

The wheel pants that Van’s supply are tight fitting fiberglass units which Ted remarks are very nicely shaped,

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sure that when Ted makes his own speed fairings on the English Wheel, they’ll have this feature included!

Fiberglass wing tips can be removed for additional storage space. Piano hinge makes for quick access.

Another of the remaining fiberglass items on this plane are the wingtips, and we had occasion to see them be taken off the wing when Ted was making a minor rigging correction. The expected process of backing out many screws to get the tip section free never happened…….he just reached into the narrow slot between the trailing edge of the tip and the aileron with a narrow nose pliers and zipped two long sections of piano wire out, which released the entire part neatly. The installation is so cleanly done that it’s mostly overlooked by casual observers except that eventually someone realizes that there’s a couple long rows of screws not present……Ted has been suspected of bonding his tips permanently to the end of the wing, but it’s simply the work of a skilled craftsman who enjoys the challenge of improving the design for aesthetic purposes.

Probably the most intricate piece of metal forming on this project was the lower canopy junction to the upper fuselage skin. (see photo on previous page) Most RV builders curse this process…..the routine method of closing this gap uses strips of fiberglass in a wet lay-up. Ted wasn’t satisfied with that, and used his newly learned lessons on the English Wheel to form a long strip of aluminum to the exact shape of the contact area. The resulting fit seems impossible. It’s hard to find any place where you can get a fingernail between the fairing material and the Plexiglas.

Beneath the aircraft is a unique story. The exhaust system, which Ted mentioned in his narrative at the beginning of this article, exits the engine compartment in a very slick manner. The three-into-one headers on each side of the V6 engine end in two straight sections of pipe flush to the bottom skin with only the turned down tips slightly exposed. These exhaust pipes bracket the aft cooling section of the custom radiator installation. Note in the photograph at the bottom of page 5, that the cooling air exhaust has a variable, airfoil shaped ramp which is cockpit controlled to prevent overcooling the engine at altitude.

With a press of a flush button, the cowl opens for a quick inspection.

The beauty of the all metal cowling is a tribute to Ted Nickels’ pursuit of perfection. He created a pair of large swing up access hatches which allow a very thorough inspection of the engine compartment without having to use a single tool to open them. A simple push on the flush latches with your thumb, and they are unlocked!

Every item of concern can be seen and reached from these engine compartment doors. When maintenance is required we again see Ted pulling wires out of the piano hinges which tie all the pieces of the cowl together. The fit and finish of each of these components is exceptional.

John P. Moyle, Associate Editor Ted’s wing tips are seamless when installed.

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The cooling system is unique in that Ted installed an expansion chamber made from a piece of 6” diameter pipe with 1/2” thick walls. He had fins milled on the entire exterior, eliminating excess weight, and adding in the cooling of the water. Snuggled next to the expansion tank is a typical automotive style overflow tank. Everything in this plane is well thought out.

Ted’s office is complete with a Navaid wing leveler, coupled to the AnyWhere Map GPS. Engine information is monitored using the Engine Information System (EIS) from Grand Rapids Technologies. Notice the use of automotive air conditioning vents for cockpit air. In the opposite photo you can see the NACA inlets used to bring in outside air.

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Record of incident: N6TR

Dec 24 1995

N6TR departed Q60 (Sierra Sky Park Airport) at 3 p.m. The purpose of the flight was an "engine-out-glide" test to establish "best glide speed", in the event of an engine out emergency. The previous day, (12-23-95), a flight to nearby Reedley airport was competed with 100 lbs. of ballast in the passenger seat to establish glide (engine idling) and stall characteristics with additional weight, in preparation for possibly carrying passengers.

The plan for the day (12-24-95) was to climb 7500 feet and glide at 60, 70, 80, and 90 mph and establish sink rates at each of these speeds. A characteristic of having a reduction drive is that at relatively high speeds with the engine off, the propeller stops windmilling.

At 7500’ and over Madera Airport, the engine was throttled back. IAS was reduced to about 100 mph. The ignition was turned off. The propeller stopped and the series of glide tests was conducted. At 3500 feet and within what I judged to be safe gliding range of the field, the tests were stopped and the approach to the pattern was initiated.

On the downwind leg, a turn to base was executed. It appeared that I was too low. The engine restart procedure failed when the battery was unable to pull the engine through more than one compression stroke. At that point I abandoned any further efforts at starting the engine and focused on flying the plane. I turned directly from the base leg to the "numbers" in an attempt to get to the runway.

The glide was sufficient to get me over the road and barbed wire fence at the south end of the field, but the plane hit tail first less than 100 yards from the runway, in a freshly plowed and rain dampened field. It came to a rest within 60 feet of touchdown, helped in part by sliding through a second barbed wire fence, which I never saw until the plane came to rest. Inspection of the marks in the field indicate that the landing was made directly into the wind, tail wheel first, followed by the right landing gear, then the left.

Damage to the aircraft at first inspection included: spinner and 3 prop blades; lower section of cowling; landing gear legs; wheel; fuselage fairings; canopy (scratched by second barbed wire fence) What appears not to have been damaged are the belly sections aft of the firewall including the ELT antenna and the belly strobe light.

The aircraft performed well in every respect during the engine out landing. The structure held up well and the cockpit appears to be damage free. No injuries were sustained.

What might be learned from this incident? (NTSB termed it an incident)

1. Aim for the middle of the runway rather than the numbers. (Yes, my instructors told me this. My hope is that a reminder might prevent unnecessary similar events.)

2. Understand the limits of systems (electrical, especially battery in my case) before depending on them to bail you out of a tight situation. The previous day’s short flights, my little 35 amp alternator, my 25 amp hour battery and the sustained glide with engine off and strobes (and all else) in the on position, caused me to be overly dependent on the battery.

3. I remained confident that my glide was going to get me to the runway until too low of an altitude to do anything about it. Make those critical decisions earlier.

4. A usual procedure is to reduce airspeed as you approach the airport environment. Add to that the tendency to "pull up" the nose in order to make the glide carry a bit further. It is my opinion that these two factors led to my sink rate increasing as I got down to pattern altitude. This was when I got the hint that my glide was going to be short. Carrying "best glide speed" right down to the runway may have worked out better for me.

Yes, I'd heard these things before. Good instructors and sharp fellow pilots had tried to drill me on these issues. It was disgustingly clear to me, when I was on the ground again, what some of the actions I should have taken were.

The good news is that I had a VERY clear recollection of the 747 crew that dropped their bird into the Florida Everglades while they were focused on some problem with their landing gear position indicators. The lesson to be learned from their situation was to ALWAYS FLY THE AIRPLANE. Don't focus on other issues and let flying speed and attitude slip from your attention. This clear recollection came to me as my battery was clearly not going to pull the engine through, and I knew that it was a glide all the way to a very immediate contact, with the ground. The recollection of the 747 crew likely prevented me from puling the nose up even more-leading to a premature stall.

Hopefully, my experience may be useful to someone else.

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gation of 0.0015" per inch of belt span at 100 lbs tension, the highest value on the initial part of the curve. If we figure a pitch diameter of 4" for the small sprocket and a 7" C to C distance, you have 0.0105" elongation at 33 ftlbs of crankshaft torque, or about 0.3 degrees of sprocket rotation, or an equivalent torsional spring rate of about 6300 ft-lbs per radian.

Dan Horton DHPHKH@aol.com CONTACT! issue #70 includes an article about a marvelous scale P-51 built by Dan Hawken of Calgary. Page 10 includes the statement "The reason I went to a belt drive was that the belt isolates the torsional vibrations coming from the propeller". With all due respect to Mr. Hawken, I contend that the statement is based on a myth, printed and reprinted until accepted as fact. Belts have no magic properties, regardless of what you read on the internet or hear at the vendor's booth.

System frequencies are a function of the system's inertias coupled by it's stiffnesses. A simple torsional model of a belt drive with a two-plate frame would have at least 4 inertias (crank, flywheel and lower sprocket, upper sprocket, and prop), coupled by 3 stiffnesses (crank stub, belt, and propshaft). In truth, the dynamic system has many more elements. For every element (a stiffness and an inertia) there is a natural frequency.

The point is that the belt serves as a connecting stiffness, nothing more. It makes a contribution to the system's fundamental frequency as well as having it's own natural frequency in concert with it's adjacent inertia.

The overall system or the individual element can be driven into resonance by a matching exciting frequency.

Exciting frequencies not matched can perhaps be considered as "isolated", but in practice piston engine output includes a whole range of exciting frequencies. If you have a lot of different elements, something resonates to some degree almost anywhere in the RPM range. As a practical matter we concern ourselves with worst resonant frequencies by shifting an inertia or a stiffness. To do that you must know what they are.

It isn't difficult to measure or estimate an inertia. The same is true for the torsional stiffness of a simple shaft.

A connecting member like a belt or chain has a torsional stiffness equivalent derived from it's "stretch" and the arm of it's sprocket.

The torsional spring rate equivalent of the "average" belt (there are considerable variations between brands) is a non-linear curve, soft under initial loading and far stiffer as the tensile members in the belt backing are tensioned.

The shape of the curve is a function of both tooth shore hardness and the tensile material's properties and weave.

"Soft" is a relative term for toothed belts. For example, an 8mm, 60mm wide Dayco RPP Panther has an elon-

The stiffer region? The belt spring rate is nonlinear, so for this example I'll apply the published Rover V-8 torque (278 ft-lbs at 3000 RPM) to the belt data. For the above sprocket, that's 834 lbs of belt load and 0.005 elongation, or about 47,780 ft-lbs per radian.

For comparison, the torsional spring rate of a 4130 steel propeller shaft of 1.5" dia, 0.188" wall thickness, and 5.25" length would be 64,819 ft-lbs per radian. At the stated mean torque the belt isn't a whole lot softer than the shaft.

Mean torque is an average. Peak oscillating torque due to gas pressure variation is perhaps twice the mean, and varies with engine selection. At twice the mean torque, the belt's equivalent torsional spring rate would be almost 60,000 ft-lbs per radian. Since stiffness relates to frequency, the belt would be an "isolator" to about the same degree as the propshaft.

The RPP Panther probably has stiffness values in the upper range of available belts. A Gates Poly-Chain is much higher. Basic belts with fiberglass tensile members are probably lower, but I have no data for those.

The wide variation in equivalent torsional spring rates means you can't make a general statement about all belts. You must know the spring rate equivalent of the belt you're using to draw any conclusions about it's stiffness contribution to frequency or isolation. For the record, also note vibratory effects and frequencies brought to the design by the inclusion of a belt rather than gears or chains. An example might be flap or standing wave effects in the belt spans.

Now let's look at what we're isolating. What torsional vibrations "come from the propeller"? In a simple torsional model, the propeller is an inertia with no inherent capability to excite the system. A more complex model does treat the prop as a series of inertias and stiffnesses, and indeed, blades do vibrate. The blades can be driven into resonance from a number of sources, but they are usually not the source of a significantly exciting torsional frequency. There are a few exceptions, but we're usually trying to protect the prop from the engine, not the other way around.

There is no shortage of textbook and SAE material on the subject of torsional vibration. Component data is available from the manufacturer. There are established techniques to allow actual measurement of torsional behavior. Isn't it about time we gave up trial and error (and old wives tales) to design our auto conversions?

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Mazda began developing rotary technology in 1961, and since the late seventies has been the world’s only rotary engine manufacturer to depend entirely on manufacturing technology and equipment developed in house. A good example is the Mazda Digital Innovation (MDI) project which allows the company to conduct virtual simulations of RENESIS manufacturing, maximizing the potential performance of the engine by enabling high precision and quality production engineering.

In 1994, Mazda introduced Total Productive Maintenance (TPM), the brainchild of the Japan Plant Maintenance Association, to its production lines. Thanks to TPM, Mazda has raised the efficiency of its production department and advanced the organization of its quality assurance and other key aspects of the manufacturing process.

Since 1996, the company has been pursuing what it calls the Mazda Digital Innovation (MDI) project, which involves integration of CAD/CAM systems from design through production. By employing the most advanced 3-D information systems, Mazda has revolutionized its entire research and development organization. In the case of the RENESIS project, Mazda used MDI to implement virtual simulations of machining processes in production engineering.

RENESIS is a naturally aspirated engine. It is both smaller and lighter in weight than the already compact 13B-REW. Owing to its reduced size and elimination of auxiliary equipment, the new power unit has a height of approximately 338 mm (13.3 in). In addition, the height of the oil pan is reduced to about half of that of a conventional design (approx 40 mm deep [1.6 in]).

Mazda engineers also used a supercomputer to conduct structural analyses aimed at reducing rib thickness in the engine’s side housing and other locations without sacrificing rigidity.

WHAT’S IN A NAME? The RENESIS engine powering the Mazda RX-8 has its origins in the MSP-RE that was unveiled at the 1995 Tokyo Motor Show as the power unit for the RX-01 concept sports car. The name RENESIS was given to the engine

in the 1999 iteration of the RX-EVOLV. Thereafter, RENESIS, which stands for “the rotary engine’s GENESIS,” was carefully prepared for series production as the powerplant for the RX-8 RENESIS–an engine replete with innovative technologies such as side intake/side exhaust porting–is a 654 cc x two rotor unit. Because it has a new side-intake and sideexhaust layout, the engine delivers 250 horsepower at 8,500 RPM and 162 lb-ft of torque at 7,500 RPM without the weight and complexity of a turbo- or supercharger, while achieving improved fuel efficiency and cleaner emissions. * Figures are for the High Power version. Maximum power output is the specification for Japan and North America.

Please see the table below for details.

SIDE INTAKE/SIDE EXHAUST PORTS The key technology of RENESIS is its side exhaust port configuration, with the exhaust ports relocated to the rotary chamber side housing, where the intake ports are also located.

The chief advantage of this layout is that it allows elimination of intake/exhaust port timing overlap. This measure ensures that exhaust gas is not retained and carried over to the next intake cycle, thereby promoting more stable combustion and better fuel economy. The engine also has two exhaust ports per rotor chamber, giving RENESIS almost twice the exhaust port area of its predecessor.

With ample exhaust port area assured, delaying the opening of the exhaust ports affords RENESIS a longer expansion cycle, for improved thermal efficiency, power output and fuel economy.

Another major advantage of the side exhaust port is that it allows engineers more freedom to optimize port profiles.

With RENESIS, both the six-port High Power version and four-port Standard Power version have almost 30% more intake port cross-sectional area than the previous engine.

Additionally, the intake port close timing has been extended, resulting in increased charging volume and more power.

High power unit Japan USA Australia max. power (provisional data) max. torque (provisional data) rev limit

Standard power unit Europe

184kw(250PS/247HP) 177kw(240PS) @8500RPM @8200RPM 216Nm(22.0kg-m/159 211Nm lb-ft)@5500RPM @5500RPM 9000RPM

Japan USA Australia 154kw(210PS/207HP) @7200RPM 222Nm(22.6kg-m/ 164 lb-ft)@5000RPM 7500RPM

Europe 141kw(192PS) @7000RPM 220Nm @5000RPM

CONTACT! ISSUE 72 PAGE 12

ENGINE PERFORMANCE With the previous engine, unburned gases (hydrocarbons) were voided from the combustion chamber via the peripheral port. With the sideexhaust ports of the RENESIS, unburned gases are retained for burning in the next combustion cycle, further reducing regulated emissions.

Side intake/side-exhaust port: RENESIS gains 30% in intake port area over the previous engine, and this, combined with the delayed intake port close timing, makes for a sizable increase in charging volume resulting in greater power output. The engine also incorporates innovative technology designed to boost filling efficiency.

The High Power specification engine has three intake ports per rotor chamber: primary, secondary and auxiliary (giving a total of six intake ports for the twin rotor RENESIS engine), with each subject to different timing. The variable intake control system operates opening/closing of the secondary and auxiliary intake ports. RENESIS also takes full advantage of the incoming air’s dynamic charge effect to boost charging for more substantial low-to-mid range torque, as well as increased torque and power output at higher engine speeds. The intake system on the Standard Power unit, which is tuned for the superb drivability at regular RPM, has two intake ports per rotor, for a total of four intake ports which are controlled by the opening/closing of a variable intake valve governing use of the secondary intake port. For even more accurate control, RENESIS incorporates an electronic throttle control system that optimizes intake control in response to feedback of sensors monitoring the degree and speed of accelerator pedal operation.

VARIABLE FRESH AIR DUCT (FAD) The High Power specification engine incorporates a variable fresh air duct in addition to a large, low resistance air cleaner. At around 7250 RPM, a shutter valve opens to shorten the intake manifold upstream of the air cleaner. The shutter valve works in tandem with the variable intake valve to boost torque and power at high engine speeds. The fresh air duct is partially inserted into the air cleaner and enables an optimal length intake system by valve opening/closing.

STRAIGHT EXHAUST SYSTEM To achieve a smooth flow of exhaust gases, the RENESIS exhaust system, including the exhaust manifold, was made as straight as possible. The system employs large diameter exhaust pipes and a high capacity main silencer with the inlet pipe located straight through the center of the silencer body to reduce flow resistance. These measures contribute to the engine’s high power output.

LIGHT WEIGHT ROTOR, 3 INJECTORS PER ROTOR The previous 13B-REW engine generated its maximum power output at 6500 RPM, whereas the RENESIS power peak comes in at 8500 RPM. This step-up to a higher revving engine was achieved by virtue of an 11 percent reduction in rotor weight. Additionally, the flywheel weight has been reduced by some 20 percent compared with the previous engine. Combined, these weight-saving measures reduce inertia to assure the quick response befitting a genuine sports car engine.

RENESIS also features three injectors per rotor chamber for improved fuel atomization and employs an electronically controlled throttle and 32-bit PCM (Powertrain Control Module) for more precise control of air-fuel metering and sharper throttle response. Additionally, the engine uses a long span engine mount system with extremely long members extending laterally from the rotors’ center of rotation. The mounts are effective in suppressing en-

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gine vibration, allowing more direct transmission of power to the drive system and contributing to the vehicle’s fast response and improved NVH.

DYNAMICALLY BALANCED ROTORS To further refine the superior balance of the twin-rotor configuration, Mazda shifted from the previous static balance setting, and instead adopted dynamic balance calculated from the mass of oil entering the rotors.

With the previous rotary engine, the direction of rotation of the fixed gear locating the rotors in the front and rear housing was the same for both rotors. With RENESIS, the direction is reversed for front and rear rotors, achieving smoother rotation and reduced gear noise

FUEL ECONOMY In addition to more stable combustion afforded by the side exhaust ports, as well as improved breathing efficiency, RENESIS also shows a significant gain in fuel-efficiency through the use of the following new technologies.

Newly designed seals: RENESIS employs a new cut-off seal located between the rotor’s dual oil seals and side seal. This sealing arrangement eliminates blow-by between intake and exhaust ports and prevents carry-over of exhaust gas to the next intake cycle. Side seals are a new keystone-type with wedge-shaped section. Exhaust gas build-up against the side seal can easily cause carbonization, but with the wedge-shaped or cuneiform side seal, the seal shape is optimized to remove carbon. The shape is also more congruent to its opposed frictional surface, achieving much better sealing proficiency.

Jet air-fuel mixing system: This system is installed in intake ports to promote spray, atomization and mixing of air and fuel. The system emits a jet of air from a constricted tube in the intake port that effectively speeds the flow of fuel over the intake port walls and boosts atomization of fuel particles adhering to the walls. The lower end of the intake port is also shape-optimized to induce transport of atomized fuel along the air stream towards the spark plug.

Micro-electrode spark plugs: The last technology employed in aid of fuel economy for the RENESIS engine is the micro-electrode spark plug. This spark plug uses a small side electrode and thick gauge central electrode with an extremely fine tip that promotes stable ignition of lean air-fuel mixtures. Also, by maintaining a lower temperature for side and central electrodes, the plug achieves high heat-resistance. The tip of the central electrode, which was previously of platinum, is now made of longerlasting iridium.

The RENESIS engine retains unburned hydrocarbons from one cycle for combustion to the next – a process that vastly reduces emission of unburned gases in the exhaust. In addition, on starting the engine, secondary air is supplied to the exhaust port by an electric pump. Delivering secondary air in the gap between the dual exhaust ports promotes mixing of exhaust gas with secondary air

to promote re-burning. Furthermore, RENESIS has a dual skin exhaust manifold that maintains the temperature of burned gases and ensures that exhaust temperature rises sharply on starting, for faster activation of the highperformance catalytic converter and consequently lower emissions.

The fuel metering system for the RENESIS engine is also new. Firstly, the previous intake manifold pressuresensing system for metering air intake volume has been replaced with the hot wire air-flow meter type for more precise metering. Also, the single-loop air-fuel ratio feedback control employing an O2 sensor located upstream of the catalytic converter has been replaced with a doubleloop system featuring O2 sensors upstream and downstream of the catalytic converter. The upstream O2 sensor is a linear type achieving straight-line response to a widerange of air-fuel ratios, promoting precise fuel control from idling to high engine speeds. Combined with the exhaust gas re-burning system (mentioned previously) this reduces exhaust emissions to one tenth the amount recorded for the previous rotary engine.

WEIGHT SAVINGS Mazda employed supercomputer analyses to reduce the thickness of supporting ribs for the engine side housing and other areas while maintaining high rigidity. Additionally, approximately half the length of the long intake manifold is now made of plastic. Mazda also cut weight by eliminating the mounting bracket for the air conditioner’s condenser, replacing it with a direct-mount arrangement.

Measures such as these, combined with further downsizing of equipment helped reduce overall engine weight.

RENESIS also has a wet sump lubrication system with oil pan depth reduced by about 40 mm (1.6 in) to approximately half that of the previous RE. Taken together, the inherently compact size of the naturally aspirated RENESIS engine, plus these extensive downsizing and lightening measures, have yielded an engine weight on a par with the all-aluminum in-line four cylinder engine.

DIGITAL TECHNOLOGY An example of Mazda’s advanced use of digital technology can be found in the machining of the engine’s rotors.

Three dimensional design data is received from the engine development team and employed to create 3-D data for a metal die for casting. Based on this 3-D data, computer simulations are used to analyze and check the precision, quality and efficiency in the rotor casting and machining. Also, with regard to cutting and other machining processes, 3-D simulations are used to optimize the design of cutting tools and jigs throughout the entire manufacturing process.

To achieve the critical finish quality of side seals, cut-off seals and related components of the rotary chamber, the unique skills of Mazda, honed through years of experience in rotary engine building, is used to painstakingly check each and every item throughout the manufacturing process.

CONTACT! ISSUE 72 PAGE 14

CONTACT! ISSUE 72 PAGE 15

Hal Hadaller Panama City, Florida 850-785-3960

However, on a long cross-country trip from my home in Florida the Renegade found its demise in Wyoming, shortly after departing a strip at 5000 foot altitude on a 103 degree afternoon. About 15 miles after departure, the hills were climbing but not the Renegade and at one point when I looked out in front I realized that if I cleared the next hill there would be tire tracks on the ground. Thus I chose to do an off field landing. It was hilly, rough open terrain used for grazing. Upon landing the left gear strut shed from its mount and things went from that to worse; ending up upside down nose over. I escaped the adventure quite well with only cactus wounds when I release by 5-point harness and fell to the ground – right on top of one of those cactus’s with the inch long spines.

As with many builders projects, this one also started with a history and many hours, some frustrating, of planning and working. I had built a Murphy Renegade Spirit during the early stages of this new Canadian Kit. It originally started out as a Canadian Ultra light but soon progressed into the Experimental category. In 1989 it was offered in a Plans only, partial kit and plans, and full kit with built up fuselage and all materials ready made. I opted for the partial kit and plans along with the Continental nose bowl and engine mount. This engine option was later discontinued as being a bit heavy for the airframe. I built up the Renegade with a Continental C-90 engine, which is essentially a lower RPM O200 with 5 less horsepower. The whole building process was quite successful with probably the best performance of any Hal’s Murphy Renegade Spirit.

Renegade to date.

The next day was busy recovering the wreckage and negotiating a deal with the local FBO. In exchange for the C-90 ( with new millennium cylinders) I got a partially built EAA bipe and a run-out O-320 engine. I completely dismantled the Renegade assuming that it would never fly again, salvaging and boxing up the valuable items and shipping them back to Florida. We then placed the Renegades broken remains in a nearby warehouse owned by the FBO. I continued my trip via commercial air to a family reunion and was back in Florida several weeks later. This was all in August of 1993.

In October I drove to Wyoming to pick up the EAA biplane, engine and whatever pieces came with it. As I had space on the pickup truck and trailer, I loaded up what was left of the Renegade.

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able short field characteristics. Once again, salvaging what I could and shipping back to Florida. This time no exchange or bartering for another aircraft.

Hal’s original C-85 powered Renegade, lost in an offfield landing in Wyoming.

The Renegade then found storage in my barn/shop where I began work on building up the EAA biplane. I completed it 2 years later with all my dreams put into the Pitts-like object. Performance was great with nearly 2000 FPM climb and 140 MPH cruise.

However, on one of my subsequent trips out west in 2000, I made a bad landing at the small destination airport and you guessed it; another upside down adventure.

This airplane had a history with me and another pilot with being too hot to handle on short strips. Wheel landings were out on short strips, as touchdown occurred at 80 plus and for 3 wheel landings, visibility forward was not at all. This was the case this time but side visibility was also nil on the 25 foot wide paved strip. Just about at touchdown I recognize the impending high decent rate and pushed forward on the throttle about the time the gear contacted the pavement. The right gear attachment broke and that was the end of the story. I was in no mood to rebuild this aircraft just because of its undesir-

Now, being back in Florida with no airplane of my own to fly left me uneasy. I had previously attempted to sell the Renegade “AS IS” but realize that the average builder, that would have interest in such an airplane, could not safely rebuild the aircraft and what value it had as an aircraft was almost nil so there it lay in my barn/shop for 7 years. I closely surveyed the damage and slowly started repairs from bottom up. I need 22 new ribs, 2 main spars, and 4 aft spars for the wings. Factory ribs were priced at $40 each, so I built a rib-forming jig.

Many fuselage repairs were needed along with a total replacement of the landing gear and associated structure in the fuselage.

This takes me back to the beginning of all this. The FBO who helped recover the Renegade in Wyoming made a comment that if I had a decent landing gear I would not have had a problem where I chose to land. “Just wait until the temps cool off and fly out of there”, he said. The aircraft had big 800 x 6 tires but the aluminum gear as some say, was lawn chair technology. Where the gear fastened to the fuselage a hole was drilled thru the 1 x 1/8 thick tubing struts with a bolt thru this hole securing the strut to brackets on the fuselage. The rough landing sheared the bolt right out of the aluminum. There were other problems with the bungees, etc., so I designed and fabricated a Piper type steel gear with some steel reinforcements and heavier gauge aluminum in other areas of the fuselage that had substantial damage. No more worries about landing gear now.

I might add here that the original Renegade was a 330 lb ultra light and only some areas were strengthened adequately for Experimental category, the landing gear not being one of those areas for sustaining the 700 lb empty weight with Continental type engines.

THE REAL STORY We need to get to the real story here now and that is the choice of engines on the rebuild of this “phoenix”. Never expecting to rebuild this aircraft and trading off the like new C-90 engine left me with the engine choice to mull over again. I have a nephew who worked with Mark Stephens in Tehachapi California. Their specialty was Type 4 Volkswagen or what is commonly know as the Van or Porsche engine. The power available from this engine cannot be refuted. It has most of the attributes of a Continental engine. Mark Stephens had done some aero conversions for Bradley Aerospace on the larger displacement 2.4 to 2.8 liter conversion. This included putting a hub on the crankshaft. They used a dyno on all of their conversions and were well known for VW, van, and dune buggy high performance engines. My nephew convinced me to think about this for my engine choice on my Renegade.

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I purchase the computer DYNO 2.5 simulation and went to work and later upgraded to Dyno2000. The numbers really looked good. I got numbers on the little Continentals and put them in to the simulation. I also crosschecked other engine builders with their “real” dynos.

This simulation was remarkably accurate. The O-200 simulation came right out at the factory advertised 100 hp at 2750 within a percent or two. My VW engine of choice was a 2.6 liter Type 4 and would be more powerful than the Continental. I built up a several tuned intake and tuned exhaust systems to be tested on the dyno at my nephew’s place of work. This all has taken some time and meanwhile I was also doing the repairs on the Renegade. I sent all my performance part out west to be run with my engine that was soon to be built. But alas, several months later, the Mark Stephens shop was no more and closed its doors. I got the updated Dyno 2000 and back to the drawing board.

During the previous Type 4 VW engine design, in back of my mind was the new Great Plains Rear Drive System (RDS) that had just been developed and undergoing testing. I had previously thought that this might be a better route than what I had been pursuing. It could use up to 150 hp engine and virtually any type prop with its tuned coupling mounted on the flywheel end of the VW engine. At this point now I was ready to be plucked. And plucked I was. I ordered the RDS and then went back to the computer Dyno to study other engine choices. The Type 4 is somewhat of a more expensive engine to build compared to the Type 1 1600 cc bug engine core. Also, very few new parts are available for the Type 4 and expertise on this engine is not as wide spread. With more thought, I soon decided that unless one went to at least 2.4 liters or more there was no real advantage to the Type 4 with consideration of power. Up to 2.5 Liter conversions are commonplace with the bug engine. I decided that the 94mm bore and 86mm stroke was a doable option without undue machining on the case that might create reliability issues. This worked out to be a

The RDS as shipped from GPAS.

2387 cc engine and I proceeded along these lines and had a reputable shop out west build me up an engine with my particular specifications.

It was now about 20 months later from the demise of the EAA biplane. I had the engine, the RDS and the Renegade with a bed type mount that I fabricated for the RDS rear drive and the clock now said March 2002. The big day had arrived. One minute after run up the big day was not big anymore. Smoke and banging noises coming from the drive unit.

What happened here is known by most airplane engine designers – TORSIONAL VIBRATION. I am not an engine designer but the problems I now had required one.

I am a retired Avionics Engineer by trade working around aircraft my entire working career. In defense of electronic systems on many aircraft I often interfaced with mechanical areas so was not ignorant of many of these issues. But I had to learn to read real fast now if I was going to salvage anything from this endeavor. GPAS and associate engineers for the Lovejoy Donut coupler were of little help. Suggestions were to loosen the coupling to tune the prop/drive system below the engine resonance frequency. Many engines have a natural resonance around 1500 RPM of so. The stiffness of the

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coupler is designed such that its’ resonance is below that of the engine and hence diminish any torsional resonance tendencies. But in my case, a resonance occurred at about the 1500 RPM that I had initially started the engine break-in with. The “banging” I heard was the donut coupler stretching and relaxing between its mounting points. This donut is mounted with 3 equally spaced studs on the flywheel and 3 more equally spaced studs on the prop shaft nubbin. The engine would fire but the inertia of the prop kept it still; the rubber would stretch sufficiently and now the prop would move.

The engine impulse relaxed and now the prop would relax and the rubber snap back to it untensioned position. This would repeat on the next cylinder to fire.

used as a torsional coupler. Then there are the heavy oil couplings. I decided to use some rubber bushings that had been successfully used on a Mazda conversion.

Four bushing on a small plate were used to couple the PSRU drive shaft to the flywheel. Since my VW flywheel already had 3-drilled holes for the Lovejoy coupler, I decided to go with just 3 of these bushings. My engine was also of much lower power, so I purchased several of these bushing from one of the PSRU developers. But,

The VW is a 4-cylinder engine and, though small displacement, has quite large impulses. When GPAS tested the drive system it was with a 2180 cc engine and a plastic prop about 3 lbs and 60 inch diameter with Mass Moment of Inertia around 2 kgm. My engine was 2387cc’s, higher compression, and the prop was wooden weighing 6 ½ lbs with a diameter of 68 inches and Moment of Inertia of about 4.5 kgm. I measured my propeller Moment by suspending it with 2 wires 12 inches apart and counting the back and forth rotations per minute.

Having a much higher Moment would raise the resonance so Lovejoy suggested that a softer coupler might reduce this resonance Hal’s dampener plate. to below the engine resonance. This would take without further thinking, the impulses are much larger quite a soft coupler and one would feel like he had a rubthan the 2-cycled Mazda. The Mazda has effectively 35ber band power aircraft if attempting a hand prop start. inch displacement per firing lobe compared to the 50 The larger impulses from this bigger engine makes it inch of the VW. The Mazda has 12 impulse per two easier to excites torsional vibration. revolutions compared to the 4 impulse of the VW. I made a triangular shaped plate with 3 - 1 ¼” diameter The testing that GPAS had done proved very little in the bushing retainers ½” deep. The 9/16” thick bushings way of any variances to any deviations of hardware. It were pressed into the holders, secured with an inner also turned out that I was the first one to make an attempt to place this on an aircraft for which it was originally designed. GPAS had built up a special heavier airboat with which to test this new rear drive. They have been selling some smaller airboats and engines in their business and this was a logical and safe means by which to test. 60-inch wood props are a standard on the pulley end of the VW engine running on the little bearing. Their testing did not prove any additional loads on the system over the classical direct drive VW. Since GPAS and engineers had no logical or immediate solution, I was left on my own. More study told me that the best, or at least better, avenue would be to “harden” the coupler above that of any operating RPMs for which torsional vibration may be incited. I studied the coupler used by several PSRU builders. Some use the automobile clutch springs. Others use some sort of shock absorber style bushing to couple the PSRU to the flywheel. If one has a long shaft the shaft could be New and improved?

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bushing and outer washer with 14mm bolts to the flywheel. The plate was bolted to the nubbin (thick flange) part of the prop shaft with 6 - 5/16” bolts.

flywheel center. GPAS instructed one to remove the needle bearings, and the RDS kit came with a replacement bronze bushing to handle any centering forces. But the major forces are exerted on the coupler bushings. So instead of a triangular plate with 3 retainers welded to the plate to house the bushings, I made a circular plate slightly smaller in diameter with 6 bushing retainers. The bushing, also being slightly smaller, used 5/16” mounting bolts compared to the original three 14mm bolts.

A friend of mine heard about my project. He uses sheet urethane in his rock crusher business. He donated to me a hunk of it from which I made the bushings. It was slightly softer than the urethane material that I had previously used. For the experts, a durometer rating is used to gauge the hardness of rubber like materials. Numbers like 40 thru 80 are mentioned. I don’t have a tester, so I don’t know the durometer rating of any of the material I used, but by guessing, I would say that this latest material was something like a 50 or so. While I was develop-

New, harder bushings.

It should not be surprising then when these bushings were pulverized in about 45 minutes of running. At least I ran much longer this time and had no noises or smoke.

I noticed that the bushing were pulverized when stopping the engine for a check and noticed that the prop was loose. Disassembly revealed that the chamber that held the bushing was almost empty with nothing by pulverized small particle of rubber scattered around. Obviously, the rubber was much too soft. I had wondered about this as I could squeeze the rubber bushing with my fingers quite easily. Time for harder rubber. Living in an area that is not highly industrialized, local options are scarce. I did find some hard boat trailer rollers with the right sized center holes that I could cut down and make bushings.

I did this and then ran the engine for 2 hours completing Hal’s “latest” design. my break-in. Since this worked so well I decided to reing this latest drive coupler I had already been flying my place the hard rubber with modern urethane as used for Renegade. I had accumulated 15 hours on the ground various automobile chassis isolation purposes. I found and about 5 airborne, when some urethane bushing-like I decide to install the new parts and cut/drilled those improved coupler. I had to the size I needed. Rubrun the engine meticulously ber and urethane is quite at all RPMs and had noeasy to machine on a lathe. ticed some vibrations This was sort of a noaround 2800 RPM but not brainer step forward. Uresignificant. After changing thane takes more abuse, to the 6 bushing coupler I higher temps and all the noticed a definite vibration good things one wants at around 2200-2400 RPM. compared to rubber. HowI decided here that my ureever, no matter how well thane material was just too running the coupler with the soft. I then went back to engine and prop performed, the local speed shop and I still was a bit uneasy purchased some more about only 3 suspenchassis bushings and cut sion/drive points. The end them to size and installed of the prop shaft ran in a them. bronze pilot bearing in the The next generation, 6 bushings.

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My maximum RPM in flight was 3400 and I never had any vibrations with this latest setup.

My preflight check was to wiggle the prop since if any problems were forthcoming with the bushings there should be some looseness. At one point with about 35 hours total time I did have some looseness on my preflight. Proceeding unhappily disassembling the RDS to expose the inner-parts and with one last step to remove the prop; I discovered that it was the spline of the prop hub that was loose on the prop shaft spline. I did a lot of disassembly needlessly. Procedures were to torque the prop hub to the shaft at 120 ft lbs. I had noticed on removal, that in some positions of the spline, the hub would bottom out, where as on other positions, it would be tight. So I found a tight position and torqued the hub to specifications again. A large outer washer and nut go up against the hub to squeeze it down on the spline. Not a big problem here, so flying commenced once again.

At about a total of 50 uneventful hours, upon approaching a destination airport 10 miles out, I picked up a very noticeable vibration. All engine parameters were good.

Vibration remained at all RPM’s. I was looking for an emergency landing field. But as luck would have it, I made it to my destination. However, on taxi, at one lower RPM range there was a very loud squealing sound. This was getting to sound as if I maybe lost an engine or some major damage had occurred.

We don’t have the usual bio for Hal, but we do have a photo.

following me in their aircraft, just in case. Just in case I parked the airplane and proceeded to the troubled end what? That was not too comforting. But when I landed of the aircraft. Instantly I knew what was wrong when I back home and taxied back to the hangar the prop hub did my classical “RDS preflight”. The hub spline was was still snug. For a few more hours; MAYBE. loose again with no torque present on the previously torqued nut. It was time for lunch now at a nearby resPossibly High Strength Loctite Bearing retainer might taurant, with a gang of flyers that had gotten together at secure the spline by fillthe airport. Returning from ing the voids.

It had lunch, I found a few tools been 3 years with this and removed the prop. project and time is slowThere were now no posiing running out for these tions of the spline which bones. I do love to fly were snug. All were loose. and problems like this Evidently, the impulses of become more than a flythe engine had hammered ing experience. So it is at the spline until it was no one last time for the longer tight. The moral of Renegade to get a NEW the designer here is that if engine. I am currently one has a interface or conworking in a circle installnection, impulses can haming a C-90 like engine – mer it loose. This should an O-200. I know what have been a tapered spline this will do. The days of where there can be no moREAL experimenting are tion at all. over for me. When you Hal has given up on auto conversions, and is currently butt puckers every time About all that could be flying his plane with an 0-200 installed. you fly, there is a reason; done now was to either refor it, and it is not always what you ate the night before. torque the hub and fly the 50 miles home or go get a trailer on a later date to bring a broken aircraft home. I Note: At the end of this writing the O-200 is installed decided to take my chances and re-torqued the hub. I working well. Happy flying days are here again! cranked up and all was well again. A couple of buddies

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4) At our expense, we will then market the property and recoup our expenditures.

HOW WILL WE MAKE THIS WORK?

By Patrick Panzera We all probably know someone, or at least know of someone who passed away, and his (or her) family was left with the job of disposing his aviation related equipment and materials. Using myself as an example, I probably have close to $30k worth of airplane parts, tools, equipment, instrumentation, literature, etc.

Should something happen to me, my wife would be left with the chore of getting rid of this stuff, and hopefully she can recoup most if not all of my family’s money I spent over the years with my hobby.

But we all know this is not a realistic expectation. We know that at best, my wife might be able to get pennies on the dollar as she tries to sell the stuff. Additionally, how would she even know where to begin?

And then there are the ghouls… those who would be willing to take advantage of her situation for their own personal gain. How would my wife know that my yellow tagged King KX-155 with the 208 indicator is worth $2500, when it looks like a $150 car stereo? So when she’s offered $500 for the unit, she might think it’s a good deal. I’ve see this happen too many times, So I’ve started a charity to help the families of deceased aviators.

MISSION STATEMENT We vow to assist the families of deceased aviators in their time of need, by performing the following services.

You have probably figured by now that there’s no way a company can stay in business under this plan. We couldn’t possibly pay “a fair market value” for a product, and then expect to sell it at a profit. But that’s the key… we are a NOT FOR PROFIT business! At all times, the family’s best interest will be kept in mind, not the bottom line of the charity.

We rely on the generosity of the aviation community to keep us afloat. The property purchased from the families will be sold to recoup the capital outlay, but operating costs will need to come by way of donations. These donations can be in the form of cash contributions, or even aviation related property We can even utilize volunteer help to keep labor expenses low.

DONATE YOUR PLANE We’ve all seen the ads in various aviation magazines, asking us to donate our planes. Years ago, while interested in buying my first plane, I checked the website of one of these companies. Sure enough, they had projects and planes for sale, at reasonable prices. I decided to check into the background of this particular company, by reading their mission statement. It seems that they were interested in feeding starving children in a foreign country; a good work, no doubt, but how can I as an aviator get behind this cause? How is this aviation related? Why would we as aviators be interested in donating to this cause?

We now have a tax deductible charity that we as aviators can support, one which will do a good work within our own community. What better charity for us aviators to support, than one that assists the families of our fellow aviators? Some day, each of us might be in need of this type of help ourselves.

Upon receiving a request for assistance from the family of a deceased aviator:

WHAT WILL BE DONE WITH THE INVENTORY?

1) We will inventory, catalog and appraise all aviation related materials, including (but not limited to) aircraft, hangar, parts, kits, plans, hardware, instruments, books and magazines, tools, equipment, and any other aviation related property.

As we begin to receive property, either donated by supporters, or purchased from families, each piece will be evaluated. If it’s an instrument or radio, it will be yellow tagged. If it’s new in the box, it will be sold “as is”. If it’s in need of some repair to get full market value, it’ll be refurbished.

2) We will offer a cash settlement at a fair market value, based on an honest appraisal of the property and it’s current condition, while keeping in mind the families best interest.

3) Upon acceptance of the offer, either in whole or in part, payment will be rendered, and we will (in a timely manner) remove all property that will now belong to the charity.

All products that are ready to be marketed will be listed on our website. Advertising will be placed with all the popular magazines and websites. Hopefully we can get support from the EAA, AOPA, SAA and other related aviation organizations.

Some property such as incomplete kits or dissembled certified aircraft or engines, will have far more value as a completed, flying aircraft or operational engine, than it would as a pile of parts. There are future plans to handle

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this in house, either by volunteers or persons on payroll.

CONTACT! Magazine is owned by a 501(c)3 charity and will be the vehicle for this new work. By subscribing to the magazine, you’ll be helping me with the seed money to get the whole thing off the ground, while at the same time, receiving value for your contribution.

With the money generated from CONTACT!, we will be able to have booths at both Sun N Fun and Oshkosh.

CONTACT! has had booths at both of these fly-ins (as well as a few others) for probably a decade, and usually hosts the engine forum at SNF. We will continue with this tradition, and already have space paid for at SNF and OSH for 2003.

WHAT THIS MEANS TO YOU We need your help to get the word out. We need your help to get the magazine subscription numbers up. It’s only through increased subscriptions that we can get the ball rolling properly.

Please take this issue of CONTACT! To your next EAA meeting. Show it around and see if you can’t get some of your fellow members to start a subscription with us. If you’d like a few free sample copies to distribute, contact me and I’ll get them right out to you. If you belong to an internet group, let them know about CONTACT!, and our website: www.ContactMagazine.com I plan to start visiting local chapters and presenting CONTACT! as well as the charity. I’ll need to start in my local area (central California), but plan to expand from there.

If your EAA chapter would like to hear more, from me personally, please let me know.

If this is something you feel is worth your support, I ask that you help spread the word. Encourage all your friends (and fellow EAA members) to subscribe to CONTACT! If you have something to donate (plane, parts, time, etc.), please by all means let me know as soon as possible.

Should you know of a family that is in need of our help, have them contact us. One thing we will not do is contact families, as we don’t want a reputation of being “ambulance chasers”. The family will have to contact us.

However, since the charity is in it’s infancy, we probably won’t be able to do all that our mission statement claims, but with the network we have in place, we might be able to help see that the family is not taken advantage of. As donations start to materialize, as our reputation grows, hopefully then we’ll be able to realize our goal as described in the mission statement.

Thank you!

Patrick Panzera, Editor

Well, it’s finally here. Issue #72, my very first issue of CONTACT! Magazine. It’s been tough, it’s been a long learning process, and I hope you feel that it’s been worth the wait.

Many of you received the yellow postcard a few weeks ago, which explained in brief the problems I’ve been going through with getting the corporation moved from AZ to CA, and other related issues. All that is behind me now, and I look forward to getting back on schedule.

For those of you who didn’t get the postcard, one thing I mentioned is that future issues will go out at the end of the coverage date,. In other words the Mar/Apr issue will go out at the end of April, the May/Jun issue will go out at the end of June, etc. That’s my plan anyhow, but it may take a few issues to get fully on track.

In issue #72, I mentioned that I would be making a few changes to CONTACT! This information seemed to alarm a few of you, some of whom took the time to write their concern in the comments section on the subscription form. One person expressed a concern over privacy, in that he didn’t want his name sold to anyone. Please rest assured that any information you have supplied me, will stay strictly confidential! No one’s subscription information will be given out to anyone, for any reason, ever!

There were many compliments on issue #71, especially abut the Facetmobile article. I can’t take any of the credit for it, as it was Mick’s final work as editor. It must be gratifying to “go out” on such a positive note. A job well done.

I’m looking for new contributions and ideas for future articles. I received several requests from subscribers, many of which were for Subaru engine articles, but it seems that many of us are interested in the Sport Pilot category, and powerplants that will clearly fit the bill for light aircraft.

One person commented, “Contact! Is good as it is, but I would like also like to see design, stress analysis and 2 stroke engine info”, another subscriber commented, "low cost engines, PSRU". I received this suggestion early on, “please send spies to get all information on the new Mazda RX8 engine!”. So I did as requested and dug up some Renesis information for this issue. I hope you enjoyed it.

I’m no where near the engine aficionado that Mick is, but hopefully with your help, we can keep the engine information coming. My engine “expertise” (if you can call it that) is with the Corvair engine. Although I’ve yet to get mine running, I have logged a few flights behind a Corvair, and have become intimate with the inner workings of the engine. Look forward to more articles on this inex-

CONTACT! ISSUE 72 PAGE 23

Switch on!

PO BOX 1382 Hanford CA 93230-1382 United States of America 559-584-3306 Editor@CONTACTMagazine.com

Volume 13 Number 1 January - February 2003

Issue #72 Reprinted and updated 7-2004 MISSION CONTACT! Magazine is published bi-monthly by Aeronautics Education Enterprises (AEE), an Arizona nonprofit corporation, established in 1990 to promote aeronautical education. CONTACT! promotes the experimental development, expansion and exchange of aeronautical concepts, information, and experience. In this corporate age of task specialization many individuals have chosen to seek fresh, unencumbered avenues in the pursuit of improvements in aircraft and powerplants. In so doing, they have revitalized the progress of aeronautical design, particularly in the general aviation area. Flight efficiency improvements, in terms of operating costs as well as airframe drag, have come from these efforts. We fully expect that such individual efforts will continue and that they will provide additional incentives for the advancement of aeronautics.

EDITORIAL POLICY CONTACT! pages are open to the publication of these individual efforts. Views expressed are exclusively those of the individual authors. Experimenters are encouraged to submit articles and photos of their work. Materials exclusive to CONTACT! are welcome but are returnable only if accompanied by return postage. Every effort will be made to balance articles reporting on commercial developments. Commercial advertising is not accepted. All rights with respect to reproduction, are reserved. Nothing whole or in part may be reproduced without the permission of the publisher.

SUBSCRIPTIONS Six issue subscription in U.S. funds is $24.00 for USA, $28.00 for Canada and Mexico, $40.00 for overseas air orders. CONTACT! is mailed to U.S. addresses at nonprofit organization rates mid January, March, May, July, September and November. Please allow time for processing and delivery of first issue from time of order.

ADDRESS CHANGES / RENEWALS The first line of your label contains the number of your last issue. Please check label for correctness. This magazine does not forward. Please notify us of your date of address change consistent with our bimonthly mailing dates to avoid missing any issues.

COPYRIGHT 2004 BY AEE, Inc.

(continued from previous page)

mitted an article on Willi Lischak and his Tiny Racer.

pensive, direct drive alternate to small displacement aviation engines.

Speaking of small engines, look forward to reading an exhaustive report on the Areo Vee engine, which is being offered by the Monnett's, of Sonex fame. In addition to the engine itself, we’ll be reporting on the Aero Carb, which comes with the Areo Vee engine, but is also marketed separately for many different engines, and several of us experimenters are using it on a varied number of engines.

One of the changes I’m most interested in, is trying to get away from the reputation of being an engine only magazine. Reading the mission statement to the immediate left of this paragraph, you can see that engines are only a small part of what Contact! was intended to be.

Although we all are interested in automobile conversions for experimental aviation, there’s plenty to be learned about the whole plane.

When we put together the cover article in this issue (Ted Nickel’s beautiful RV6) we kept this in mind, and reported on the entire plane, not just the engine installation.

Hopefully you enjoyed it, and maybe learned something from the article.

Some of the future articles we have lined up include a great discussion on the need for fuel tank bonding (grounding) for composite fuel tanks, written by a new contributor David Gall. Past contributor Terrence O'Neill discusses tandem wing stall characteristics. I report on my flight in the Sonex, as a side piece to John Moyle ‘s article about the building of this same Sonex.

We also have in the works, an article on the Super Pulsar 100, as well as an instructional article on scratch building the wing for the Zodiac CH601HD. Of interest to those who are really in to experimentation, Michael Friend has sub-

In addition to all this, I have several unpublished works that were submitted to Mick, which I received from Mick when I took over the magazine. If you submitted one of these articles, and would like to know the status, please drop me a note, or call, and we’ll discuss it.

Another thing I’m very interested in is following up on past articles.

Reading throughout the back issues, I’ve found numerous fascinating articles on products, planes, ideas, etc. which were on the brink of revolutionizing general aviation as we know it, or were simply “just about ready to fly”. But I’ve never heard nor seen anything more about it. I’d like to publish the rest of the story. If you submitted such a story, or even if you submitted an article, but things have since changed significantly, I’m sure we’d all like to read all about it. Even if nothing has changed, but you’ve logged several more hours and would like to give a brief update, I’d really appreciate that.

One last thing before I finish here.

Actually I could go on and on, but I need to stop somewhere. I’m looking for volunteers to assist me at AirVenture (OSH) this year, at the CONTACT! Booth. I need people who are willing to spend at least half the day in the booth, talking to people about CONTACT! and assisting them with subscription forms. What I’m looking for primarily is vendors who might be able to benefit from the booth exposure, who would be presenting their product (along with CONTACT!). I will “advertise” in CONTACT! When our readers might be able to find these volunteers in our booth, as well as advertise in the schedule of events. In the event that I cannot get vendors to volunteer, I’ll open up the invitation to our subscribers who would be willing to work in exchange for a week long pass.

And THANK YOU for your support and patience!!!

Pat Panzera

CONTACT! ISSUE 72 PAGE 24

Classified ads– minimum $15 donation from subscribers. All ads must include a price. No commercial ads allowed. Ads will run for 3 consecutive issues or until sold. Must be renewed after the 3rd printing. CONTACT! Magazine reserves the right to refuse any ad.

FOR SALE: Miscellaneous parts. One of our supporters Looking for partner: VW powered Stewart Headwind. I donated the contents of his garage. Listed below is a smat- would like to give partial ownership in exchange for finishing tering of what we have available, and the value we declared the 90% complete aircraft built by my father, the late Dick for his donation. No reasonable offer will be refused. Please Hay. One wing is partially complete and still needs to be covcontact Pat Panzera with your questions or offer. ered. The fuselage is complete and painted. Instruments and CONTACT! Magazine, 559-584-3306 panzera@sti.net engine installed. The wings have to be attached and the fuel Subaru 2.0 engine, extra head REDUCED MORE $650 tank needs to be installed. I believe that these are the only New Mazda A10 engine $600 remaining items. Currently located in Los Angeles but will be Brock master brake cylinders Vari-Eze $308 moved to the Seattle area. Jennifer Hay (425)-442-3706 100 Vari-Eze spinner $150 jhay@itresumeservice.com Dragonfly project, no engine REDUCED $1,500 Wanted: Tuned port fuel injection system Dragonfly project, no engine $5,000 for my Ford Windsor 351W (See CONTACT! Dragonfly project, ready to taxi $9,500 issue 16) which would be fed by my McCulloch (Paxton) supercharger, with each cylinder's injector DONATE YOUR PLANE, PARTS OR PLANS: The first ever adjustable and all mixture leanable. “for aviators by aviators” charity needs your support. Receive tax benefits for a charitable contribution, donating your plane or any For Sale: Prince P-tip propeller with Gates 2.67:1 PSRU of your surplus parts and/or materials. See page 22 of CON- and Polychain Kevlar belts, Used 40+ hours on O'Neill MagTACT! issue #72 or visit ContactMagazine.com for information num V8 “Pickup” with modified Ford 351W, with and without on our 501 (c)(3) charity. CONTACT! Magazine (559) 584-3306

For Sale: 1997 Cozy MK IV #0074139TT Airframe 1277 TTSN O-360, 30 hrs, new full IFR round instruments, Garmin GNC250XL GPS, GNX320 transponder, Narco 12D TSO, Navaid autopilot. Excellent in-flight, fit and finish, $75,000. Also, major glass parts and plans for #0364 $6,000 John Deneke 201-445-0361 Glen Rock NJ. 100 For Sale: BO208/MFI-9 a unique re-creation of the minicoin ‘Biafra Baby” # BB905. Historically accurate and documented. New TMX IO-240. A highly maneuverable small ship for a small pilot. An Experimental/Exhibition warbird.

New prop, paint, wheels, brakes, interior, instruments. Not qualified as LSA. fob FL59 Fort Myers, FL $30k, full or partial trades may be considered.

Don (239) 690-0366 100 For Sale: Instruments- Falcon DG-002 3 1/8" Vacuum Directional Gyro ACS1022950 $250 * Falcon GH-002 3 1/8" Vacuum Attitude Gyro ACS 10-22955 $250 * Airborne 1J7-1/ D9-18-1 Filter ACS $25 * 4" Venturi ACS 15050 $35 (has fiberglass streamlined housing) These units have about 300 hours total.* CONTACT! Magazine (559) 584-3306 Sales@ContactMagazine.com 103 For Sale: Subaru EJ-22 Firewall Forward. 300 hours TT w/o any problems. Ross redrive, all electronics, engine mount and some spare Subaru parts included. See CONTACT! issues #6 and #8 for a full description of this engine as installed on a Dragonfly. $5,000 Ruidoso NM. Randy (575) 937-3586 lsbp1919@yahoo.com 102 For Sale: Two RV6 Motor mounts for 4.3L Chevrolet V-6.

One tail dragger, one with nose wheel. $1,000 each. Ruidoso NM. Randy (575) 937-3586 lsbp1919@yahoo.com102

McCulloch (Paxton) supercharger, 260 to 380 HP. Spinner included. Engine not included. $800 For Sale: Torsional vib. damper, for Lyc O-320. $180

For Sale: Female molds for wingtips for NACA 4412 airfoil, 63" chord. $170. troneill@charter.net Terrence O'Neill 103

ALTERNATIVE ENGINES VOLUME 3 The third in the series from Mick Myal is available only through CONTACT! Magazine. See the back inside cover wrap of this issue for ordering info or visit www.ContactMagazine.com For Sale: 3.8L Ford V6 with Blanton redrive, as pulled from an RV-6 shown on Youtube.com by searching for “V-6 airplane engine” (yellow plane). Includes three-blade Warp Drive prop, all manuals and engine instruments. $2,000.00 Buyer pays shipping from Benbrook TX. (817)692-6742 Richard luggman@sbcglobal.net 102

ALTERNATIVE ENGINES VOLUME 2 Once again available! See the back inside cover wrap of this issue for ordering info or visit www.ContactMagazine.com Rotary engine for sale: 2004 renesis, built by Bruce Turrentine for aviation. RWS RD-1C 1:2.85 reduction drive, pro-built S/S exhaust, RV-6A engine mount, stock oil cooler (rebuilt), custom radiator, 52mm Weber side draft carb, Hall-effect ignitions. Injectors are available. $12K invested, asking $6K or offer. Will consider parting-out.

KevinLane55@gmail.com View of engine running: http://www.youtube.com/watch?v=Y6aCgFMMzgc http://www.youtube.com/watch?v=xlDmdQqC-Sc 103

Contact! Subscription / Renewal / Address Change Form Please sign me up for a new subscription (6 issues) Start me with # Please send a gift subscription to: (SEE BELOW)

Ordering books, back issues or subscriptions can also be done online at our website, www.ContactMagazine.com or by calling us direct at (559) 584-3306 Monday through Friday, 9am to 6pm Pacific or by Fax (559) 585-0930

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Look for Volume 4 to be announced soon!

Volume 3 IS HERE!!!

VOLUME 2 IS BACK!!!!

CONTACT! Magazine and Fiesta Publishing have offered two 8-1/2x11 soft cover books, both unique, authoritative references dealing with auto engine conversions, unrivaled in scope and detail of content. Both volumes of "ALTERNATIVE ENGINES" are compilations of past CONTACT! Magazine articles, documentation of individual experiences in preparing, installing and flying auto engines. The two volumes also contain important information and solutions for cooling, ignition redundancy and selection of components.

We are pleased to announce the publication of yet a third in the series, "ALTERNATIVE ENGINES VOLUME 3".

Over 300 pages of black and white content, compiled from past issues of CONTACT! Magazine as published by Mick Myal, former editor of CONTACT! Magazine. And we are especially pleased to announce the reprinting of "ALTERNATIVE ENGINES VOLUME 3".

Alternative Engines Order Please rush me Volume 1 of Alternative engines.

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