CBarber

Oops. Posted on wrong thread

I just returned from Central Texas, north of Austin (40SX, Breakaway Park), and the Texas Rotary Roundup. We had eight (8) flying rotaries on hand. Tracy Crook, Ed Anderson, two of the most prolific rotary guru's were in attendance. Tracy flew in from FL and Ed from Charlotte (IIRC). We also had one fly down from WY. The bad news, and the Canard connection, other than me, is that Al Getzen was reportedly in route with his 20b, 3-rotar Velocity SE (the same airframe as mine) from CA when door came open in flight. This is a very bad occurance for a Velocity..duh. He is reportedly ok, but the door, ripped off and also damaged the pilot side door window etc as well. I can only guess the door did not go through the prop. Info is very limited as I am sure Al is addressing his options and counting his blessings. The Texas event was great and it is good to see the creativness of the installs. Also, what a really great group of folks. If you would like a peek at the good times <g> click here. http://tinyurl.com/nb8y9x All the best, Chris Houston

Why do you think I am building an airplane?????? All the best, Chris:cool2:

Golly gee Chrissi, I love ya a little more everytime you post:o In that vain, answer me this. IIRC, the standard pressure radiator cap for the rotary is, I think, 13lbs cap. Howeve, the "conventional wisdom" seems to want to place a much higher capacity radiator cap on the rotary. 21lbs if I recall. I think John Slade, Tracy and Buly did/do so. I had to go to race shop to find one that high. Why? Wouldn't the pressure inside the system still be held at bay with a 13lb cap even up high...as long as the internal pressure does not go over 13lbs. Does the pressure at altitude on the outside become so much less that the internal pressure is "fooled" thus blowing by the weaker cap? I thought I knew the answer to this once, but when my engineer friend asked about it (he is installing a Eggenfieldern in his RV7 and is one of the brightest guys I know) I was at a loss. After all, I am just a cop I have a 21lbs on mine...again, due to perceived "consensus". But, as a rule, I would like to actually understand "consensus". Thanks to all would care to enlighting me....espcially you Chrissi;) All the best, Chris

Maybe I am acknowledging a complete misunderstanding, but I did not think rotary coolant was what was "nortoriously" hot. Yes, cooling can be an issue as it is in all/most conversions. Also, about 30% of the rotary cooling is via the oil, thus another "difference" that can be very open to interpretation. What IS hot, in this context, is the exhaust. But since the rotary is blowing directly out its combustion chamber and has no valves ect to pass by first, it EGT would naturally be hotter, or such is my understanding and experience. All the best, Chris

Also, even though you seem to be a bit far away. The weekend of May 29, 30 & 31, 2009 there is going to be a Texas Rotary Roundup north of Austin at a private field 40XS (Breakaway Park...which, btw, contrary to AirNav's report, is reportedly now paved). The big names in rotary aviation are planning to attend depending on WWW (Wind, Weather or Whatever) including Tracy Crook, Ed Anderson and Al Gietzen. They all have flying rotory's. Two have 13b's in RV's and Al has a 20b (three rotor) in a Velocity SE (the same plane as I have). I hope it will prove interesting. All the best, Chris

Also, try the Mistral site. http://www.mistral-engines.com/ . They are the folks across the pond who are devloping the Wankle for FAA certification. There stuff started as a Mazda that they now create from the ground up due to the FAA requirements. Some parts....such as the intake I got from them a couple of years ago fits my 2nd gen 13b. All the best, Chris

Chrssi, Since you mentioned this during your all too short visit to the Big Onion...uh, Houston, I addressed it with both my engineering friends (2) and Velocity, Inc. However, I have yet to get the model number and do the more proper research. I do have another Mazda oil cooler that is "about" the same size as the very expensive aviation one that Veocity provided. I think it was orignally for a 3rd gen BTW, are y'all coming to the Texas Rotary Roundup north of Austin on May 29, 30 and 31? If not, WHY THE HELL NOT? All the best, Chris

Velocity provided cabin heat via the front oil cooler that a Naca scoop feeds. A very simple flap valve directs the air after it passes though the cooler either to the cabin or dumps it out the bottom. You can vary heat via the cable connected to the IP. Seems as if a similar set up can be done with coolant, but since 30% of my rotary cooling is from oil, and the factory had already set it up for an oil cooler, I am just using the plans system. I have considered the coolant route if this version does not prove adequate. FWIW. All the best, Chris

I gotta agree with that. I take some real solice in the fact that I am building and know every inch intimantly....good and bad. All the best, Chris

Shocking

Oh, no no no.....I AM your worse nightmare......a lawyer with a BADGE All the best, Cpl Christopher Barber, JD Belaire Police Department Badge 330 Bar No 00798048 (heh, today is my 12 anniversary as an attorney:D ) Velocity SE Fixed Gear with Mazda Aviation Rotary 13b N17010

Houston's Channel 13, the local ABC affiliate, did a story on my Velocity project and aired it on Monday, April 20, 2009 on their Live at Five show. It may take a minute to load, however, if you would like to check it out, click on my homepage www.LoneStarVelocity.com All the best, Chris

The FG Velocity does NOT kneel. I am guessing, even if someoen added (like it sounds was done here) a retractable nose gear, it still would not be best to have it kneel since it is not the way it is designed. I think the fusalage is longer thus would have a different set of factors concerning its kneeling "performance". I believe the original Velocitys (I seem to recall at least one that was pictured in the old Velocity Views Newsletter, now availble online) did have a retractible nose gear but the benefit was not considered to be that great....for what ever reason. FWIW. All the best, Chris

Marc will certainly correct me on this if I misstate my understading, however, I do not believe the FAA cares if you have properly purchased plans. Which, BTW, come up for sale somewhat routinly on EBay, here as well as other sources. You are the manufacture and can build whatever bird you wish, how you wish from generaly any source you wish and call it what you wish (like the OpenEZ guys/gals are doing. If I understand, while a rewrite, they started with old Rutan plans as a starting point.) NOW that being said, the owners of the copyright on the plans may have a cause of action against you should they wish to persue it. There are reasons they may, such as to protect the Intelectual Property rights in other ways. I believe the FAA main concern is that you abide by the "major portion" rule (commonly known, but technically inacurate as the 51% rule.) and for your recreation and education. DISCLAIMER. While I am an attorney, I am NOT your attorney, being a cop is much more fun. This is just LAY opinion without any research other than hopefully paying attetion in the past. Consult the FAR's and/or your attorney, or even the FAA (FAA-we are not happy until you are not happy)should you feel the need. Remember, CYA has another meaning than just "Call Your Attorney. FWIW and I could be WRONG;) All the best, Cpl Christopher Barber, JD Badge 330 Bellaire Police Departmet

I can't help myself....I gotta say it....."You will only regret not starting sooner". So, procrastnate later and get started. Also, you will discover a bit down the road that you will be 90% done with 70% to go. I have had a moslty completed airplane for a few years, however, all the wire, instrument, interior and engine (even more so with an alternative engie), takes up huge time without the perk of having a dramaticaly new tangible part to marvel at. Heck, I remember how anxious I would be going out the next morning to rip the peel ply off a newly curred part. It was like a miny Christmas or a delivery from UPS <g>. All the best, Chris

It was just a test since the tops were off. I have subsequently installed the tops and did the "balloon test" and they held well.....after chasing a couple of leaks in the process coming out of the newly laid in tops. They have since held some mo-gas too. All the best, Chris

IIRC, Buly was originally using a turbo but abandoned it. I am not sure why (as I still plan to use one). As most of y'all know, Buly finally abandoned the rotary and went to a Lyc after flying his 13b for a while. Again, IIRC, he stated he still liked and had faith in the engine, however, he did not like the direction the rotary community was moving with much more reliance on electronics, EFI, etc, etc, etc (insert Yule Brenner voice here). That being said, the straw that broke the camels back for Buly was that he had a constant electrical problem he could not nail down. I believe after he made the choice to switch, he discovered the problem and it seemed to be a bit of his own doing. The control module he installed in the IP for the rotary electronics was modified slightly by him AND he installed it in a location that was making contact with the hatch when it was opened and closed, thus giving him an intermentant short/problem. I can understand the frustration, I just had to tear down my newly built rotary 13b cuz I was getting coolant in the combustion chamber. Upon tear down, I discovered an inner O-ring wall at a coolant passage had failed on a BRAND NEW center plate (sending it back to Mazdatrix today). While not unheard of it is also not the norm. My point to that little story (sorry for the continued hijack) is that some failures are universal and not engine specific. Buly's could have just as easily happened on an engine other than the rotary and, rare as it hopefully is, new parts fail. Vlad has also been posting on the rotary list hosted by Paul Lamar. Paul's list is very theoretical (as opposed to the "Fly Rotary" list which is composed more of those actually flying). Paul is good about sharing opinion and "what if's". All the best, Chris

Hi, Careful, you hang here too long and you will become addicted and be thinking of ways of dumping your current project. You will only regret not starting "fast glass" sooner:cool2: All the best, Chris

I purchased the Harbor Freight version since I am all but done with my fiberglass work. From the sound of things I would have relished the real deal tool waaaaay earlier in the build. The HB seems ok but I am not sure really how to best use it. When I cut curred glass with what I think is the proper blade it did a good job. I guess need to look for the Fein infomercial online (I have seen parts of it on TV late at night a couple of times) All the best, Chris

As luck would have it, I have "Intoxilizer" training starting tomorrow through Friday. I understand it is a very boring class except fo the day they get you drunk to test ya <g>. HOWEVER, as a result, I will have next Saturday, the 28th, off, thus allowing me to fully partake in the CozyGirrrl activities. I look forward to meeting everyone and sharing information and a few yuks.....and I promise to leave the Intoxilizer in class. All the best, Chris Barber (Richard Session's hangar mate) Velocity SE with a turbo rotary 13b Ellington Airport GA hangar Alpha Papa Houston, Texas 832-818-CELL (2355)

Oh, you want constructive comments.....never mind

Yeah, I guess you bash what you are jealous of:) .....AND to add to that....the XL is the larger Sedan, the SE (smaller Velocity) is the comfortable sports car....maybe more like...oh, I don't know...perhaps an RX-8 instead of a Corvette:rolleyes: . I don't know about y'all, but I like not compromising my mother;) I actually added the second door to my orginal SUV Velocity specifically to make sure my elderly mother could get in should she ever need to. The only significant differences between the SE and the SUV was the SUV had a single door on the pilot side, a cut down center keel to allow folks to slide over to the passanger seat and, since there was a cut down keel, thus no place for the center control stick, the SUV had yokes. By adding the second door, I made my SUV into an SE. At the time of purchase, there was about a $7k difference in price....however, the extra door was only about $400.00. Interestingly, NOW, the yokes are a $1200.00 option. FWIW. All the best,

I have not flown my Dynon D-100 (seven inch diag screen...wish I had the room for the new ten inch they are introducing) yet but I can tell ya it is pretty kewl and Dynon has been a dream to work with. Very responsive to input and tech. My Continental pilot buddy a few hangars down has the same unit in his RV-8 and also swears by it. He remarks that he could use in in the 737's he pilots....says in some ways it is better than what he uses at work. All the best,

The new radiator (heat exchanger:rolleyes: ) is a standard Griffin model straight from Summit Racing 22 x 19 x 3 (total volume 1254. Let me know if'n you want the model number). This is close to the size...just slightly higher capacity than John Slade is running (volume 1248) as well as slightly smaller than Dave Leonards at 1320. They are both running turbo's as I too wish to do. (Johns diminsions are 26 x 16 x3 and Dave's are 22 x 20 x 3, if my notation is correct) I believe when my former build buddy, David Staten (still a buddy, but lost interest in the build due to the length of time involved....he actually has a life:cool2: and he will have access to the bird regardless) sized the original radiator he went with what Tracy was using. So, the original radiator volume was only 685. Tracy mentions in one of his post or papers that this was barely adequate but he was using it due to the limited amout of room under the RV-4 cowl. Well, I have a lot more room on the back of the Velocity, as does the Cozy, so, there was room to expand. Also, I have a medium street port and should be running more hp, espcially if I turbo it. I also replace the stock 3rd gen smaller race oil cooler with the much larger standard 2nd gen model (in addition to the aviation oil cooler that was already in the nose per plans for cabin heat). Dave Leonard (please chime in Dave if I am mistating) states on his page that he had continued cooling issues until he bit the bullet and went to the larger radiator. When he did the coolig issues became secondary....IIRC. I have some of the in process install pix if anyone is interested. When you come down, I will expect your critique. I am trying to get the hangar presentable now...please excuse the mess...and all the dripping on the floor is just to reinforce the epoxy covered floor the contractor installed. :-) All the best, Chris