Just came away from a meeting with the aluminum end housing coalition.
IE. Foundry.. machine shop.. pattern maker.
They have come up with a very VERY good way of positively locking the
through
hardened steel wear surfaces into the aluminum castings. We are
all very excited about the prospect of a 150 pound rotary engine
putting out 250 HP and doing it with no fuel burn penalty.
Now if I can get 15 pounds out of a 3:1 gear box we
will have one heck of an aircraft engine.
Paul Lamar
Dan Ruggirello wrote:
That's great news Paul! If the price is right, I'll be signing up for
these
housings. BTW, are you planning on doing a radiograph or ultrasonic
inspection of the metal to metal joint as part of the development
process?
I don't see any reason why at least 15 lbs can't be shaved off a
gearbox
with the proper housing design. I'll lend any support I can to get a
lighter weight gearbox going. I am still thinking about making an
ultimate
bell housing mold, but if someone can get that going sooner, I'll do
any
stress/dynamics required. I think a solid stress and dynamics
analysis will
be key to making a lightweight gearbox.
If the 150 lb /250HP goal becomes reality - sooner or later good bye
!
Dan
Me too on the mold. I was thinking a spinning on the bell housing part
and welded aluminum tubing on the rest of it along with some machined
aluminum plate (ribs with draft). All tig welded up. I think a
six pinion ring gear held stationary with power out of the planet
carrier
on a A4OD 2.17 gear set will yield a 3.15 over all gear reduction
for an RX8 based motor. 8500 takeoff RPM divided by 3.15 is 2700 RPM.
Lycoming should give up now. Resistance is futile.
Paul Lamar
BTW to put this engine weight into perspective for the new guys here is
a list of aircraft engine weights.
*************************************************************************
The trouble with this data is: It is probably
dry weight less starter and generator or alternator
whatever the case may be. In the case of the O-200
I know this to be a fact. It is dry weight less starter
and alternator.
Continental
Engine Horsepower Weight Ratio
O-200-A 100 190 0.53
O-200-B 100 190 0.53
O-300-A 145 268 0.54
O-300-E 145 268 0.54
IO-346 165 297 0.56
IO-360-B 210 327 0.64
TSIO-360-A 210 334 0.63
O-470-J 225 381 0.59
O-470-R 230 438 0.53
O-470-13 225 414 0.54
O-470-15 190 405 0.47
IO-470-C 250 432 0.58
IO-470-D 260 426 0.61
IO-470-E 260 461 0.56
IO-470-F 260 464 0.56
IO-470-V 260 472 0.55
TSIO-470-D 260 511 0.51
IO-520-L 285 466 0.61
Lycoming
O-235-C1B 115 240 0.48
O-290-D2C 140 263 0.53
O-320-A2B 150 272 0.55
O-320-A2C 150 271 0.55
O-320-B2C 160 277 0.58
O-320-D2A 160 277 0.58
O-320-E2A 160 277 0.58
IO-320-B1A 160 285 0.56
IO-320-C1A 160 294 0.54
IO-320-E2A 150 280 0.54
O-360-A1D 180 284 0.63
O-360-A3A 180 285 0.63
IO-360-A1A 200 320 0.63
IO-360-B1B 180 295 0.61
IMO-360-B1B 225 274 0.82
GO-480-B1D 270 432 0.63
GO-480-G1D6 295 437 0.68
IGO-480-A1B6 295 469 0.63
IGSO-480-A1F6 340 498 0.68
O-540-A1A5 250 396 0.63
O-540-B2B5 235 395 0.59
O-540-B4B5 235 395 0.59
O-540-B4B5 260 398 0.65
IO-540-A1A5 290 437 0.66
IO-540-C4B5 250 402 0.62
IO-540-D4A5 260 402 0.65
IO-540-E1A5 290 437 0.66
IO-540-G1A5 290 443 0.65
IO-540-J4A5 250 409 0.61
IO-540-K1A5 300 470 0.64
AEIO-540-L1B5D 300 476 0.63
IGO-540-B1C 350 500 0.70
IGSO-540-A1D 380 530 0.72
IGSO-540-B1A 380 532 0.71
TIO-540-A1A 310 535 0.58
TIO-541-E1A6 380 632 0.60
TIOGO-541-A1A 400 663 0.60
IO-720-A1A 400 597 0.67
Paul Lamar
Robin Ream wrote:
If the end housings can shave off that much weight and still be as
strong as what we presently have that would be a spectacular thing, but what
other changes would accompany the new end housings? Would center housings
and rotors stay the same, and in the end are we going to be ahead of or
behind the renesis engine in terms of suitability for aviation? -- And for
those of us with 20B's who need the extra power, could the renesis be
stretched into a three rotor, or is the end housing change going to put us
in a "virtually just as good" position with respect to the renesis if we
make these conversions on our 20B's (comparing two rotors to two rotors, and
three to three.)
Thanks for your thoughts,
Robin
We are doing the center housings as well. I would like to do the three rotor
special intermediate housing but so far I have been unable to obtain
on the cut apart for pattern making purposes.
We will eventually do side exhaust port versions.
Paul Lamar
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