Hi Paul
I fly a Long EZ Paul and that 326 lb installation for the rotary engime from
Powersport could probably work but I would like it to be lighter. At that
weight, its basically the same weight as a Lycoming 0-360, marginal in my
application. I have heard of potential weight savings of 80 to 100 lbs with
appropriate attention to weight savings for the rotary. That would make the
engine incredibly attractive; 215 hp 250 lbs plus the prop would be close to
what I have now in weight plus 55 hp. Believe me , that would work. In my
application, the weight is very important.
The Power Sport PSRU is 15 to 20 pounds heavier than Tracy's and
about 20 to 25 pounds heavier than a Ross. Not all of that 300 to 326
pounds is in the engine. The bare engine weight less PSRU is about
190 pounds. Some claim it is even less. If you move the cooling
system up to the front of the airplane you could greatly affect the CG.
Water weighs 8 pounds per gallon and a 5 or 6 pound rad could hold
a gallon. You can save on the alternator weight. A carbon fiber
cowl can also save some weight back there. Klaus is building those
all the time. Then there are the aluminum end housings. As some one
pointed out the cost of the complete engine with aluminum end housings
is still less than a Lycoming.
With respect to the best engine in the 10 to 20,000' flight profile it
depends on the mission. For purposes of general aviation, a
turbine can operate there but its not optimal, fuel penalty. A turbocharged
engine could operate up to 57,000' but its not optimal----if it were 747's
would have turbocharged engines etc. Similiarly turbo's could provide
extraboost at sealevel but there is a price to pay and normally aspirated
do just fine. I am sure thats one of the reasons Alan has chosen the
LOM for the Atlantica for now and its track record.
For general aviation in the future, that light weight , super-light
high-tech rotary,
with special attention to making it as light as possible will be a godsend.
With all the money being spent ( our tax money ) on such things as the
Williams jet, something that may never work, why not put the effort forth to
making a real contender with promise a champion----but with venture capitol
money not tax payer money. By the way I just heard today that Eclipse fired
Williams---their engines had real longevity problems.
Have a Happy Thanksgiving !
Bill
I totally agree and Power Sport has been attempting to do just
that. Unfortunately they have not seen fit to include aluminum
end housings and turbo chargers but that might change.
The market perception is just beginning to come around to
the same idea thanks to all the guys building rotary powered
airplanes. It will take a while longer. I had a long talk with
the principles at Power Sport about three or four years ago and tried
to talk them out of offering a high buck firewall forward package.
My feeling at the time was it would be better to offer some of the
hard to design and build parts like the motor mounts, psru and the
intake manifold and let the experimenters could do their own thing.
That has proven to be totally true. Tracy Crook has stepped up to the
plate after Ross dropped the ball on the PSRUs. Butch and Perry Mick
are working hard on a real nice low cost electric variable pitch prop.
Butch did a beautiful job on the hub and Perry is building the carbon fiber
blades. We should be testing that next month. As soon as I get the dyno
done.
I got tired of waiting for some one to do a cast aluminum intake
manifold so I am now doing it myself. It has been a steep learning
curve. I have had to learn the ancient art of pattern making.
Modern 3D software like Rhino has helped me greatly. I picked
up one of the last pattern parts yesterday and put another one
in the 3D machine. One of the patterns is in the foundry as we
speak. I should have some cast parts any day now.
I might stop up at the foundry today and see how they are doing.
Paul Lamar
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