snip....
     > Cheaper than a turbo and more powerful than a side port and lighter
     > than either.  What's to complain about?     Jerry

     With that size pipe and length it remains to be seen if it is more powerful than
     a side port. More power to your experiment. We need to confirm our theories from
     time to time so a failure is just another confirmation and not really a waste
     of time. We will all owe you a debt of gratitude whether it works or not.
     On the other hand success has many fathers and failure is an orphan.
     In other words we never hear too often of the failures unfortunately.

     Paul Lamar

     I would hope that even if the small port does not generate the expected power that it won't be a big deal for someone of Jerry's skill.  Just yank it apart, bore the Pports bigger then
     build a new mainifold of the same design.  The rotary comes apart (and back together) so easily that it just isn't that difficult.  I know that the correct tubing bends must be located and
     ordered but you guys are performing that research NOW.   BTW, Paul Yaw told us 3 years ago that if he were doing this project for an airplane he wouls start with a 1.5" diameter Pport.
     Ken Powell

Paul Yaw's experience is heavily weighted to road racing were low end torque
is essential. Paul did build a 265 HP turbo 13B engine for Sven Talo in Canada
but the sea plane never got off the water through no fault of Paul's.
I think Paul swore off aircraft engines after that experience :)
The turbo 13B rotary is Arnold Schwarzenegger but not Superman :)

Paul Lamar
____________________________________________________________________________

Sven Talo wrote;

Gentlemen,

Yes, there is a number of Mazda's in the air and are flying
successfully, however each installation is different, the point I'm
trying to make is to make any progress with the Rotary as a reliable
aircraft powerplant some degree of standardization must be achieved.

Just because you asked:
My latest creation (#8) was built during 1998-1999 and is the first
aircraft that I designed using a "automotive"power plant. She is a
turbocharged 1987 Mazda 13 B( 264 Hp) built and dyno tested by Paul Yaw.
A lot of external modifications was necessary to install her in the
airframe, I took a lot of photos,and logged all the necessary mod's with
the intent of compiling them into a manual showing how our installation
was done which you could copy to a degree, and thereby save some money
and eliminate a lot of re-work.

Here is some aircraft data:

Fuselage length                     29 ft
Wing span                           46 ft
Wing area                          208 sq.ft
Span of one flap                    32 ft
Flap/Wing span ratio                0.69
Flap/Wing chord ratio               0.33
Maximum wing loading                20 lbs/sq.ft
Empty weight on wheels               1550 lbs
Empty weight on 2970's               1975 lbs
Maximum take off mass                4160 lbs

The first taxi tests was done in late August, we had some cooling
problems with both the water and the oil temperatures  hitting the red
line (I 'm using Mazda Factory sender locations and limits) within a few
minutes, some changes to the ducting was all that was needed to solve
the problem.
The aircraft have not been flying as of this writing, we have done a lot
of high speed runs, but have not been able to get her up on the "step",
I believe the problem is the propeller,( we are using an IVO Magnum,
3-blades, electrically controlled pitch with a diameter of 76").
Run out of soft water in October, but we will continue testing next
summer.

Sven

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