Aaron

3 rotor turbo (itty bitty looking turbo, though Looks like a lot of custom piping for both manifolds loooks like he has a BOV mounted in the intake. If he has a wastegate, it's hard to see in those pics, with all the insulation. It would be nice to get a look down below the engine to see how he did his cooling and intercooling. Is Brice in Dallas as well? do you know if he's coming to SWRFI in a few weeks?

After making my angle iron into a pretzel, I bolted a chain to the flywheel and block, preventing the flywheel from turning on me. Then I used a propane torch, trying to break to oxides- no good. I was standing on the end of a 4 foot breaker bar, jumping up and down, expecting the bar to snap at any moment (it was bending around 10-15 degrees)And STILL it wouldn't budge-all this was after soaking it with penetrant for days. Finally, I went by harbor freight tools to get a nut-splitter, and they had a 1/2" electric impact wrench on sale for $50( No air tools yet ). I thought-"what the hell", and decided to give it a try. it took a few minutes of hammering on it with the impact wrench- but it did the trick. I'm pretty sure Bruce T. was messing with me on the video... "lightly bounce on it, and it will break free" Yeah RIGHT

of your project. did you get my email?

How many of you are Pumpers, how many use a simple electronic scale? Is there any huge advantage to having an epoxy pump? (huge enough to justify $200 bucks) TIA (Thanks in Advance) Aaron

RX-7's only had two rotors, not three. The Cosmo engines are three rotor engines capable of 300HP non-turbo, while you can easily reach 300HP with a turbo'd two-rotor RX-7 engine. i wonder which one he has...

Did you make enough tax free for an engine? I wonder what happened to the engines in those planes they found outside of Tikrit...

But if anyone can do it, Burt would be the guy. I'm glad to see a serious engineer tackle the X-prize, up until now it just seems like a bunch of unproven wackos...

http://www.space.com/businesstechnology/technology/rutan_scaled_0304187.html Yes, Burt Rutan has set Scaled Composites on course for the X-prize!

I seem to recall that IFR systems need to boot up in 4 secs or less, am I right? If so, hows he gonna do that with off the shelf hardware? I recently build a moving map tablet GPS for my car, but I'm getting rid of it now. I had two problems: 1) Boot up on 98Lite was way too slow 2) The tablet laid in my lap, so to use it I had to take my eyes off the road. It took about 10 seconds to realize this thing I had been working on for a week was useless to me Of course, in a plane it's a totally different story.

Hey Dust, would you have any pictures to help describe your process? It's a bit confusing, I can't keep all those words in my head (not enough numbers in there)

Well I located and bought a 2-1/8 inch (54mm) socket yesterday, which you need exactly TWICE while doing a 13B engine rebuild. Once during teardown, once during assembly. It cost 30 bucks at sears including the 3/4 to 1/2 inch adaptor I needed. Yes $30.00 for one socket! If anyone needs to borrow it, maybe we can start a waiting list and ship it around the country.

Usually you want to keep your inlet velocity lower than 300 ft/sec (reference: Corky Bell) non-turbo (assuming flow of 450 cfm ) 450 cfm/(300 ft/s * 60 s/min)=.025 sq ft area required turbo (assuming 600 cfm) 600 cfm/(300 ft/s * 60 s/min)=.033 sq ft required 65mm=.0357 sq feet area 75mm=.0475 sq feet area It looks like the 65mm is big enough even under the turbo load. If you go too big, part throttle suffers greatly, and it would be embarrasing to stall out on the taxiway

But Mike didn't post into EVERY FRICKIN THREAD. He posted a few messages to make a joke. Follow the leader is a game we should leave in elementary school. Look I don't want anyone banned, Discussions with MT can be interesting, and he has some out-there ideas it's interesting to explore. I just want us all to get along. "Okay" MT? Hint: there is a delete post command which either a moderator or MT could use to clean up the mess he made.

Maybe it's just me, maybe I'm in a bad mood, but up until recently this forum had a pretty high signal to noise ratio. It was pretty nice to be able to see at a glance when an informative post had been made, now all the forums have marbleturtle on them, so I have to go in to each one and see if anyone ELSE has posted if I'm to find anything useful. MT, I know you're all excited about being a senior member and all, but please tone it down a bit. This forum is still young, and nothing kills a forum faster than a ton of stupid, single word posts to become "post king". Anyone coming in here for the first time is going to think there's nothing useful here and not stay long enough to contribute. In many other forums, you'd get one warning after something like this, and then Poof! you're off the island. Am I out of line on this?

Derakane 470-300 data: http://www.dow.com/webapps/lit/litorder.asp?filepath=derakane/pdfs/noreg/125-00271.pdf&pdf=true There is a higher temp version available, but 300 degrees should give me room to spare for an intake. Apparently, more important than the glass transition temp is the heat distortion temp, for this material it's 300F when properly cured. Next steps in the process: 2) Locate a gallon supplier of Derakane 470-300 and appropriate catalyst 3) Create and test tubes

I'm looking for manufacturer published glass transition temperatures for available epoxies, anyone know of a convenient link? I'm most interested in something with a glass transition temp higher than 250 derees F- I thought I'd play with making a custom intake to replace the aluminum monstrosity sitting on my bench. Any suggestions?

Not a flyer yet, but I would suggest checking the static port plumbing with a manometer to make sure there aren't any leaks. A leak into the cabin would mean IAS reads fast and altitude reads high. If you want to calibrate your pitot: http://www.crixbinfield.freeserve.co.uk/Misc/ASI%20Check.doc This is from cozybuilders.org mailing list: http://www.cozybuilders.org/mail_list/topics99/instruments.txt Date: Sun, 17 Oct 1999 19:47:55 -0400 From: bil kleb <kleb@mciworld.com> Subject: Re: COZY: Airspeed calibration problems Reid Siebert wrote: > > Prior to flying your new bird for the first time the pitot and static > systems should be certified by a calibrated test box. the way i read the regs (91.413, 43 Apnds E&F) that these boxes are made for, they don't test the pitot system: just the static. basically they make sure that your altimeter doesn't leak, is calibrated, and that your encoder /transponder pair is squawking the right code given the some simulated altitude. if you'd like to check your pitot, make a water manometer (a u-shaped tube partially full of water with a ruler strapped alongside) and have at it; dh = 0.5*rhoa*(v*n2m*5280/3600)^2/g/rhow*12 where (for typical conditions), dh = difference in water column height (inches) rhoa = density of air (0.002378 slugs/ft^3) v = speed (mph or kts according to n2m, see next item) n2m = conversion factor (1.152 for speed in knots or 1.0 for speed in kts) g = 32.19 ft/s^2 (gravitational acceleration) rhow = density of water (1.937 slugs/ft^3) or the inverse relation: v = 3600/5280/n2m*sqrt(2*rhow*g*h/12/rhoa) so you can generate a table like: knots inches 40. 1.04 45. 1.32 50. 1.63 55. 1.97 60. 2.35 65. 2.76 70. 3.20 75. 3.67 80. 4.17 85. 4.71 90. 5.28 95. 5.89 100. 6.52 105. 7.19 110. 7.89 115. 8.62 120. 9.39 125. 10.19 130. 11.02 135. 11.88 140. 12.78 145. 13.71 150. 14.67 155. 15.67 160. 16.69 165. 17.75 170. 18.85 175. 19.97 180. 21.13 185. 22.32 190. 23.54 195. 24.80 200. 26.08 -- bil <http://www.geocities.com/~kleb/>

Good idea, this gives me a circit I can drive any used MAF with. Now I just need to find some small, light MAFs...

Well it's been so slow here lately here's a circuit to stir up discussion www.aaroncake.net/circuits/airflow.htm It's an adjustable airflow detector. I was thinking about instrumenting the engine cooling ducts with something like this, my only reservation is the flimsy nature of the filament. I was thinking of replacing the filament with a length of nichrome wire, pulled taut across a tube, any thoughts or opinions?

I know there's a specific work table in Chapter 3, has anyone gone the route of EAA chapter 1000's standardized tables? the idea is you build 2 to 4 tables, all 2 feet by 5 feet. When you need a large table you level them all and bolt them together, when you don't need a large table, you've got one just the right size. http://www.eaa1000.av.org/technicl/worktabl/worktabl.htm Any opinions appreciated.

Right under my nose...thanks!

Hi all, I seem to recall a site hosting autocad files for some of the bulkheads, notably the firewall. As I'm going about things bassackwards (Play with engine first, plane later)I was kinda curious about the firewall autocad file. I was hoping to get a mockup of the firewall made so I can start dreaming about component placement. Note: I seem to recall the site had Nat's blessing to produce the autocad files, Nat if this is incorrect please let me know. I'm not 100% sure I'm going to be building the plane, but if I do rest assured you will be getting my check . Any help would be appreciated.

Sorry just rechecked the facts- Mazda states it weights 30% less than the 13B-REW twin turbo, so the weight difference between the 13B NA and the Renesis is probably much less. At this stage it's hard to get real numbers (it's all marketing) but the Renesis shows lighter rotors and side housings, with a higher redline. TIme will tell what the overall weight savings is. As for the rule of thumb- I am familiar with it, but I was basing my estimates on actual density calculations only. With colder charges you can advance timing more, getting more power than shown just by the density calcs.

All good points, LPrime. For what it's worth, the original tsio-360 turbo had a wastegate, according to dust. While it is possible to get the turbine perfectly matched, so that in closed loop it boosts to a particular pressure with no wastegate, I'm not familiar enough with the design calcs for that. Can you summarize the process, LPrime? How would you test this, considering you want a low pressure ratio at low altitude (~1.1) and a higher one (~1.5) at high altitude?

Makes sense to me.