> Hi
> I am new to this list (this is my first post) and
have been following the
> various discussions with interest.
> With regards to the lightweight single rotor e
shaft I have some very good
> contacts in Asia (I work there) who can knock up
stuff cheaply and of good
> quality. George I am a fellow Aussie too, I would
imagine that every CNC in
> Aust is machining parts for the mining industry,
probably easier and
> cheaper
> to get the e/shafts done in Asia.
>
> Anyway I started thinking that two issues with
rotaries being widely
> accepted in aviation are a) need for PSRU and b)
cooling.
> I know that my sources in Asia could knock out all
the lightweight bits to
> assemble a light rotary eng and with some
engineering it should be able to
> be assembled and offered for sale with a built-in
PSRU.
> However it is the cooling side of things that
worries me. It is
> difficult to
> offer an off-the-shelf ready to go engine when the
reliability is dependent
> upon the correct installation of a cooling system.
So I did some searching
> on ceramic rotaries and came up with the below.
Forgive me if this info has
> already been discussed/posted.
> Does anyone know of any other companies attempting
this? Are there other
> ways to run a rotary at high temps and lose the
cooling systems?
> Forgive me if these sound ignorant questions. I am
on a fast learning
> track.
> It is my dream to build a plane and to use a
rotary.
>
> Regards Ron (In Japan)
>
> Making An All-Ceramic Wankel Engine - Progress
>
> from http://ceramicrotaryengines.com/
>
> The image opposite is a photo of a small Wankel
Rotor we ordered to
> specification. It is made out of CeTZP (zirconia)
ceramic. The ceramic
> manufacturer shaped the CeTZP rotor in the green
(soft) state and was
> subsequently sintered (in a furnace).
>
> The combustion chambers on the rotor faces and the
slots at the apex where
> the tip seals are to be located have yet to be
machined. It is likely that
> this will be done in the hardened state to ensure
that tight tolerances
> will
> be met. The gear will be made out of steel and
fitted into the central
> recesses. The low thermal conductivity of the
CeTZP ceramic should ensure
> that the steel gearing is kept from overheating.
>
> We are considering making the Wankel housing out
of CeTZP ceramic as well.
> This should ensure that the heat generated during
the combustion of fuel
> will be retained within the walls of the
combustion chamber. A CeTZP
> ceramic
> Wankel engine should not require liquid cooling.
Great idea -- but think of the COST.
The one real advantage we've got is the ready
availability of cheap
Mazda engines. They do just about all of the
expensive and difficult
stuff for us, all we have to do is figure out how to
make that work to
suit our needs.
If that ceramic engine could be produced and sold
for a price lower than
the competing reciprosaur, it would have great
potential.
I remember when there were only three common options
for experimental
aircraft engines -- buy a "real" airplane engine, or
mount a VW or
Corvair conversion. It wasn't until they started
bolting 2-strokes on
hang gliders that any other options became popular.
The 4-stroke
Rotaxes wouldn't exist except for all the money that
Bombardier got
selling 2-strokes for aviation. This made them
aware of the need for an
alternative.
But if you look at the costs of the 912 and 914, you
see that there is
still an untapped market for a lightweight,
inexpensive 100HP engine,
and this is a place that a ceramic engine could take
over if it were
viable and proven.
I've emailed them for more information, and if this
comes off will be
happy to note them as a developmental technology.
Thanks,
Keith
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Copyright 1998-2006 All world wide rights reserved.
Keith
Cost is not an issue if the motor is 20% lighter than
the original design and performance is improved.
The last thing I want to do is fly in something that
has an engine that met the lowest bid requirement. I
want one that will get me there, and do so with safely
with efficient performance.
I've been working the lightweight engine issue for a
couple of decades. The rotor itself is the toughest
place to lighten but if it is lightened, the benefits
are huge. RPMs can go up for one. Usually, the end
plates are the first in a weight reduction program.
Then the rotor casing. Then the shaft. Then the rotor
itself.
However, there are other considerations: radiators,
starters, alternators, flywheels and fans. The
combined inline alternator/starter/flywheel has been
done on other engines. So that is doable. For a plane,
it adds a little bit to the length, but the weigh
reduction is 50%
Cooling the engine is essential to efficient operation
and extending the life of the engine (between rebuilds
and overall). However, most cooling solutions are
brute force weights. What is needed is a lightweight
cooling solution built into the casing and plates.
In the proposed case zirconium is used, and the
radiator requirements can be reduced OR ELIMINATED,
then a number of folks will pay the premium on the
motor, or even run the motor with a radiator to extend
it's life (thus, reducing lifetime operating costs)
A ceramic engine won't go into massive low cost
production without going through a lot of testing.
Those that need lighter weight - rockets and planes
essentially - will use this engine since it is a much
cheaper solution than their alternatives. Will it fly
in general aviation? Probably five years after one is
built.
However, I would be looking at the MYT engine for a
2010 solution to any weight, torque or performance
problem.
http://www.angellabsllc.com/index.html
Will MYT spell the death of engines as we know it?
David Mathes
The Rotary Engine NewsLetter. Powered by Linux.
ACRE NL web site.
http://www.rotaryeng.net
Copyright 1998-2006 All world wide rights reserved.