Power is going to be provided by a rotary engine - originally
a Mazda 13B. Some folks would call this an auto conversion, but
the fact is, the Wankel designed rotary wasn't the best power
plant for an ordinary transportation vehicle - but without all
the accessories necessary to make it tractable in traffic, it's
a really good airplane engine.
FD_Diverter
To the left is an adapter block that allows conversion to a remote
filter - input is at the blue AN fitting. It was designed primarily for
FD rotaries ('89-'92), but it will also work on FC engines. It comes
with three 1/8" NPTF ports (one can be seen in the forground face) that
can be used for temperature and/or pressure sensors and to provide
clean oil to a redrive and/or a turbocharger. Ports can be also be had
in 1/4" NPTF and 3/8" NPTF.







OFM_Ren_top OFM_Ren_bot"











Here are two views of my Oil Filter Mount. It replaces the factory mount which has the filter sticking straight up. This one places it angled down about 20 degrees directly above the #2 rotor's top spark plug. It also includes three "clean oil" ports (two can be seen, at the left) for oil temp and pressure sensors, and oil supply for a reduction drive and/or turbo-charger.



MKMG-4c
Here are the first of my landing gear parts - the MKMG-4 bushings, which support the MK100 studs holding the main gear bow in place.

This photo is actually of a set that I made for another builder; they are .0625" longer than the plans specification, to compensate for bulkheads that turned out thicker than expected.









MKMGA-C2
Here's the whole MKMG mounting set: two one-piece MKMGA-C2 tubes, and the four MKMG-4 bushings for the MLG bulkheads.














My friend Brian DeFord wanted to change to hanging rudder pedals
and asked me if I could make some links for the brakes that would
allow for full rudder motion before the brakes engaged. He gave me
sketch to start work from and this is the result:

(photo courtesy of Brian Deford)















                                       After some debugging, we changed the design to this:














And this is what it looks like installed in an aircraft.






(Photo courtesy of Tim Andres.)


I've jumped ahead and started preparing my flight controls. For the
elevator control rod ends, I'm making a variant of the CS1A that I'm
calling "CS1-D":

CS1-C

and for the aileron control rods, I'm making a variant of the CS50,
from 304 SS, that I'm calling "CS50-D". It is dimensionally identical
to the CS1-D.

At 1.375", my ends are longer than either the CS1A or the CS50, so
that the MM-4 bearing can be screwed in it's full depth, if needed.
Also the threads in the 2024-T3 CS1-D are swaged (the equivalent of
rolled threads on a bolt or cap screw), rather than cut - for improved
thread strength and finish.

Having had some inquiries to make parts for people who wanted to
upgrade their control rod bearings from the HM-3/MM-3 to the 1/4"x28
thread HM-4/MM-4, I came up with two other variants to account for
the variety of tubing being used in the EZ series. All are 1.375" long
including a .25" x 1/2" dia. shoulder, and threads that are 1/2"
(2x diameter) deep. Here is a table showing their relative dimensions:

Part # Material Minor Diameter (to fit inside the tube) For tubing wall thickness:
CS1-C 2024-T3 .442" .028"
CS1-D 2024-T3 .428" .035"
CS50-C 30304 (304 SS) .442" .028"
CS50-D 30304 (304 SS) .428" .035"





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