Teal

Just so that everyone has the opportunity that may not be on face book. We are collecting funds for a 3D scan of the Apex engine. This allows a digital representation of the engine for modeling and fitment purposes. If you would like a copy if the file it is $100 until we get 20 people to pitch in. We currently have 14 people signed up. If it goes over 20 people the cost will continue to come down as more pitch in. The cost is $2000. That includes the shipping both ways. Thomas Hauklien volunteered to send one of his engines out to do this. It is currently enroute to the vender.

Hello all, Just a short update here. The Skytrax gearbox has been doing great during flight testing with only a few refinements that will be added to the production boxes like a sight level gauge snd slightly larger sump area. IF you didnt follow the Stol drag a few months back Steve Henry posted the second fastest time behind the 680hp turbine powered plane they call draco. In parrelel to Steves testing Thomas Hauklien of edge performance in Norway will start Dyno testing with a Turbo charged Apex. The goal is to get some 300hp sustained runs with and without the clutch and tear it down as nd measure and inspect parts. 

True, im not sure how much cooler it would be at the oil cooler. I measured mine at the oil filter. 

As far as the weight question. There are so many weight numbers. Like fire wall forward installed weight or engine and drive weight so im going to assume that when you say"final weight" your asking the weight with everything on it istalled on the plane. Mine come out to about 160 lbs. Thats with carbs exhaust bottles radiator ready to fly. So if your familiar with the weights of the 912 it is about 15 lbs heavier. 

257 degrees is a lot hotter than Ive ever seen on my oil. If I remember currectly it runs 10 to 20 degrees hotter than the coolant. I would check your plumbing to your oil cooler. The yamaha oil cooler seems to do a pretty good job. No flight reports on the new Apex gearbox yet. I have switched gear manufactures and I awaiting another set of gears to test the clutch. The first set that the clutch was tested with showed no visual wear except on the sprag races. The hardness was no where near what I specified. The new gear shop, hardening shop and grinding shop are locally and I can check up on and control quality standards a lot easier. 

This is not a new concept NSI and a couple other gearbox companies did this. As far as windmilling in flight, it will be the same as running a centrifigal clutch.

20180527_153644.mp4

Initial engine runs are a success!!

Thank you, I cant take all the credit I havent done much of the programming my buddy helped me out with the cnc programming based on my input. 

New Skytrax gearbox fit up.

Engine mounting side

This is the front face of the back half after the gearbox coming out of the mill

I couldnt answer that question. Maybe jim hensel knows this. But until someone really figures out the 2011-2017 wire harness I think I would use the 2006-2010. The wiring and accesories are completely different between these group of years. Part of why the hp increase maybe because of power valves in the exaust which I cant imagine us using. I dont think anyone has even started looking at the later model harness. The good news with redrive options is the cases are the same so if someone ever tackles it we should have a drive

The FF intalled weight of the RX1 with everthing on it is aprx. 165 lbs depending on radiator and header choices. The Apex should be about 8 lbs less. The 912 FF is about 150 lbs. The 914 is aprx.175lbs. These weights are aprx. And I would love to hear anyone chime in on their actuall measurements. As a reference bare engine weight of the RX1 is 118 lb. So add carbs, airbox, radiator, exaust, ecu,voltage reg., oil, coolant. Gearbox/adapter and misc. Plumbing.

80 to 100 lbs lighter for a firewall forward compared to a  0-360. So one might have to hang lead in the engine compartment to maintain CG.

I am conservatly saying that it is cabable of 150 hp continious and 200 Hp. Intermitten. Thats not to say thst it wont handle more than that.

Teal Jenkins

623 734-0185

I am still supplying the RX1 to C box adapter at this time. I think the Apex will be a good alternative in the future but there is somthing to be said about the simplisty of carbs. 

Being a Vet. Myself I appreciate that and feel the same for my Vet. Brothers and Sisters. 

Please see Face book yamaha aircraft conversions for this topic and many others

The prop. Turns the same direction as the 912. Or the opposite direction as my RX1 set up. Yes there is an extra gear to get the prop centerline closer to the head to make it easier to cowl

Prop length is up to 82" and prop bolt circles are. 75mm, 100mm and SAE 1 or 4 3/8"

Im sorry I didnt answer a previous question as far as price, I'm tring to keep this option the same or close to the same as the RX-1 adapter and gearbox price which is around $3000 depending on how much the C-gearbox costs. Here is a front view at the mounted angle to engine.