david mccandless wrote:
Hi Paul,thanks for your prompt reply.Could you explain a little more
about the single rotor engine; is it a cut down 13B, or a different
engine? I have seen a photo of a single rotor motor but no detail. Can
you give me a contact email for Royce Wise? I've played around with
engines and hotrods for years and can do most mods and jobs but I have
no experience with rotaries. I retired last year and started building
the airplane last Nov and its coming along fine. Some guys put Subarus
in Europas, but at 300lbs all up it makes the airplane a bit of a dog.
I've looked at other piston engines,Rotax,Jabiru etc but the rotary has
more appeal.I know the Everett Hatch story, and Powersport etc but I
felt that they priced themselves out of the market, albeit good value
for money.What FWF weight do you currently work on for your twin rotor application?
Best Regards,Dave McC
My Goal on this project is to produce a single rotor rotary engine that will be competive
with the 2 stroke UL units that are currently being used.
And no, I do not plan to manufacture and sell them as a ROTAX competiter.
The research and developement done on the single rotor will also apply ( at least in the
larger part) to a twin rotor, or even a triple/quad rotor.
It appears that only a few people have seen the merits of the rotary engine.
It being a modular engine makes it an excellent candidate for some serious developement.
The racing world has done a lot of excellent research on this engine, but a lot of that
research cannot be used in our applications. We can tho, benefit from that research,
since they have proven much of what will and won't work.
My fasination for the engine lies in some merits that are not possible for recip engines,
and can be developed in this modular engine.
Ever tried to add or remove cylinders from a small block? Ever tried to get rid of the
500 # engine weight ? Ever tried to change the valve timing/overlap lift etc on a recip.
(without buying someone's cam) Ever saw a four stroke engine that was capable of
producing over one horsepower per CI, or over one HP per #?
Racing Beat sells aluminum side housings that drop the engine weight considerably.
Problem is they are very expensive, so most homebuilders can't?won't go that route.
Putting these housings on a P/Port 13B with an aluminum water pump and housing, with fuel
injection will make a light weight Powerhouse.
You can also drop a few more pound from the rotors and e-shaft.
The stock seals are proven reliable up to 8500 RPM. (N/A) And even with mild turbo boost
(8 to 10 PSI) they are still good.
The engine is very compact, much smaller than a recip, and once we solve the induction
and exhaust problems for aviation use, it will be a class act.
Tracy has done a lot of good work on this engine (he even learned how to dispose of a
muffler) and is still doing work that most of the big shot guys haven't bothered to do.
So the point is that this engine can easily produce more power for less weight than
anything out there short of a turbine.
The delays on my part is having to set up equipment and develope tools to do all this
with. We will have the tools completed shortly, and already have a good part of the test
cell together.
By taking what has already been developed and deleting the unneeded parts, adding some
turbine experence, throwing in some recip ideas that won't work well on a recip, adding
some scotch yoke designs, mixing some rotary wing designs with fixed wing design, we come
up with a reliable powerhouse.
Royce
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