erwin hornemann wrote:

I have 2 of these engines. They are water cooled, single rotor units with

aluminum

end housings. There are anough big bolts holding it together to suit a
1000 HP marine engine.

The SHORT block weight is 62 lb. dry. It is listed at 62 HP @ 6500 rpm.

The peak torque

is given @ 54.9 ft. lb. @ 3500 rpm. The volume is given @ 30.3 cu. in.
I have one factory new short block, and one complete engine assembly. At

this point

the core engine is also at short  block stage.
It is a beautiful peace of work, but also a lot of work to power an

aircraft.

Basically it is a dry sump design.
Oil is dumped out of both end housings on one side into the gear box,
and on the other side into an end cover that also supports the alternator.

The oil

then collects underneath in an connecting  oil pan.

All accessories are gear driven, and are on the gearbox side. The redrive

would best

be taken of the alternator side in which case you would lose it. If
power is taken off the gearbox side an offset drive would be required.

I had intended to use this engine on my single seat taylor monoplane, but

the amount

of time it would take to do what has to be done I don't have at this time.
To start with I am going with a 1650 cc. VW geared down 1.71 to 1. using

a honda

1000 gold wing primary drive.

Wrathall Mark wrote:

Thanks for an excellent posting Erwin. Do you have access to a digital
camera? Installed in the RE-5 you can't see much of the core engine. It
would be great to see component pictures. What is the porting arrangement
(Peripheral Exhaust, side intake?) What is the e-shaft power take off
configuration - taper/ woodruff key mounted gear? Is it a single or dual
spark rotor housing? If you were to do power take off from the gearbox side,
would you have to design a new front cover to allow relocation of the water
pump?Oil Pump?

General questions, do can you hand prop a planetary redriven rotary, or do
you need the rotation speed of a starter to overcome seal leakage rates to
get compression?

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