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Header tank (aka common sump tank): Al Wick has a sump tank with wet fuel pumps and Colby has a sump tank with the exact same plumbing that I have. A posting spoke of what happens with this setup, when a fuel cap comes off. The first action in that situation is to LAND THE PLANE. I have the Princeton fuel probe on one tank sending the output to
an analog fuel gauge on the IP and fuel probe on the other tank sends the data to the Garmin 430. When the two do not match, then I will look at the fuel sight ports in the rear of the cabin and take the safe action of landing.
If you are doing a turbo 13B rotary engine, then I recommend www.lucubration.com(Chad Robinson), but if you are doing a Renesis rotary setup, please contact me at russellcozym4(at)att.net. Chad has the same goa that I have which is to make the install of a rotary engine in a way that can be duplicated.
New for N424PT, plans #1387: 1-10-2012
New work: I am deep into the plannning phase of wiring. See chapter 22. I want to give the basics of where to start and then give the specifics that are for the Renesis "engine platform".
Pic#1: I replaced the Mazda ignition coils with LS1 coils for a Corvette and also used the Corvette stock spark plug wires. I made an enclosure and ducted air around the coils to keep them cool. This pic shows the ducting from the ram air scoop box to the cable driven air intake manifold (fly by wire is not supported by the EC3 software from Tracy Crook)
Pic#2-4: These pics show level attitude, nose up for checking the anti-tip wheel pants and nose down to confirm that the heated pitot tube is safe from damage. The anti-tip is perfect for ground situations, but if I rotate too much on takeoff, then I might still have a prop strike, due to flexing of the wheel pants spur. The prop is at the max for allowable length (35" from center of rotation).
Pic#5: This is the coil/motor contact assembly. A magnet is installed flush in one of the blades and the coil sends an electrical pulse to the govenor to register the prop speed. This assembly is very rigid. The doubler has adjutment screws to maintain position.
Variations: Renesis engine, new, and converted for aviation by Bruce Turrentine (stock air intake manifold with a angle changing addon piece and no turbo), IVO Magnum variable pitch prop, autopilot, anti-tip wheel pants, forward hinged canopy. The Renesis will run on 100LL and on unleaded Mogas (aka, auto fuel). If unleaded aviation fuel becomes the standard, then the Renesis will still have two options for fuel.