Jerry Hey wrote:

Would it be possible to combine the p port and turbo?  Since it never
comes up, there must be some good reason for not doing it.   Jerry

Only if you want over 400 HP per rotor.

Paul Lamar

Paul Carey wrote:

Hi Paul

We recently had to strip our blown alcohol 20B down due to a blower backfire
shearing the eccentric shaft keys again (even though we double keyed it 180
apart). I am purchasing a billet eccentric shaft new from New Zealand, as
ours was damaged. The billet shafts are harder, straighter and lighter than
stock, for about $2,000AUS.

We are going to PP the engine whilst we have it apart, to get more power.
Using 52mm round ports, in a position to give power from 4500 to 9000. One
injector as close to the housing as possible on each runner, then one about
6 inches back, then injectors in the hat above the blower (this is
mechanical constant flow injection) and different pressure check valves
bringing in each set at different revs. The butterflies are in the hat at
the top. Each runner will be 55mm ID at about 18 inches long to the plenum.

Any comments or advice would be appreciated.

Regards PC

Paul Carey
Aero Group Pty Ltd
226 Railway Parade, Bayswater WA 6050
P.O.Box 119, Maylands WA 6930
Ph: (08) 9371 5205  Fax: (08) 9371 9644  Mob: 0418 959 892

You are right out there on the cutting edge Paul :)

Paul Lamar

 Paul Carey

Are you or anyone you know ever run on ethanol?  I know methanol is popular
with racer.

For anyone looking to run ethanol in their engine you might check out this
site.  Several professors are trying to promote it as a AV gas alternative.
I'll stop in at Baylor University in WACO Texas after seeing Bob's SeaWind
and try to get some more details on their work.

http://www.eere.energy.gov/power/tech_access/docs/51_ethanol_as_aviation_fuel.c

fm

>From their site.

"The RAFDC is also certifying agricultural aircraft, such as the Piper
Pawnee. The Center's concentration on fleet aircraft avoids initial fuel
distribution problems, since these planes are commonly refuelled at fleet
sites where the correct refuelling can be guaranteed. An ethanol
distribution system is presently being implemented through the US Department
of Energy's Clean Airport Program.

Performance Data

A minor drawback of the use of ethanol fuel is the slightly reduced range. A
liter of ethanol produces about two-thirds the heat of a liter of avgas.
However, the effect of range loss is reduced by the higher thermodynamic
efficiency of ethanol. A Cessna 152 fitted with a Lycoming 235N2C engine
uses about 13.8 liters/100 km on avgas and 15.7 liters/100 km on ethanol.

The high octane level of ethanol allows the use of higher compression ratio
engines that deliver more power for the same throttle setting. The lower
Reid vapor pressure of ethanol helps to prevent vapor locking. Ethanol is
cooler and cleaner in use than avgas and is more resistant to detonation,
resulting in fewer vibrations and longer engine life. "

Doug in Japan

 
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