> Hello Guys , I have one question regarding a vertical
 > installation.
 > If I isolate the oil circuit with a sump pump and have
 > the oil tank separated from the engine.
 > Do you think It would create problem for the engine to
 > run?
 >
 > Thank you
 >
 > Frank
 >
 > Sustained vertical operation.
 > I can't say for sure because I have never seen this done.
 > I am also sure the devil is in the details so it depends
 > on how well the scavenging system is designed. You would be on
 > the bleeding edge. You will probably need a scavenge
 > pump to extract the oil from behind the rear main bearing.
 > If you don't do this the rear main bearing might overheat.
 >
 > The other major problem might be... you may not get oil flowing
 > out of
 > the lower rotor. The rotor may merely fill up with oil allowing
 > no cool oil to flow in. Effective rotor cooling depends on a
 > constant flow
 > of cool oil. Therefore the oil cooling of the lower rotor
 > may not function.
 >
 > You won't know all this until you try.
 > It would be safer to use a bevel gear box and run the
 > engine as Mazda designed it to run.
 >
 > In VTOL use vertical operations are used for only a few seconds
 > while
 > landing and taking off.
 >
 > Paul Lamar ...No rotor no motor.
 >
 >
 > Paul,
 >
 > You've said it at least once before, but I think expecting VTOL to not
 > spend much time hovering is unrealistic. Before I'd consider flying it,
 > I'd want to hover the thing for several hours - just to figure out
 > how.. And then, people are going to hover taxi from where they start up
 > to a safe location from which to depart. Vertical departures from the
 > tie down are going to blow the neighbors around -
 > unpopular. Finally, I
 > wonder about the approach method. Do you expect that a normal approach
 > will be flown (with a traffic pattern)? In what configuration?
 > Translation from wing lifting to rotor lifting at low speed close to the
 > ground? The Ospreys transition from forward configuration to vertical
 > while still on the downwind - was watching them at Kirtland AFB a couple
 > of weeks ago..
 >
 >
 > Regards,
 >
 > Matt-
 >
 >
 > Thanks Matt.
 >
 > Testing is another matter. One might have to limit the time one tests
 > in the vertical mode to insure the engine does not over heat.
 >
 > If it is a heliopad vertical departures from the tie down blowing the
 > neighbors around is normal. You can not taxi a skid helicopter with out
 > first lifting off.
 >
 > I envision a normal high angle of attack approach with a complete
 > transition
 > to vertical on short final. A modified flare if you will. Previous
 > delta wing
 > airplanes approached at a high angles of attack anyway. Lacking
 > adequate thrust
 > and control they could and did get in the back side of the power
 > curve mode
 > which generally resulted in a crash. Particularly the jet powered
 > deltas
 > as they had little or no roll control. They had no prop wash over
 > the tail.
 >
 > We have the thrust and we have the pitch control at angles of attack all
 > the way up to 90 degrees. Roll control is provided by both the
 > variable thrust vector angles (both lateral and fore and aft)
 > and the prop wash over the elevons.
 >
 > The V22 Osprey was sold as both a helicopter AND a normal airplane.
 >
 > I think that is unrealistic for what I have in mind. Super efficient
 > high speed cross country travel with VTOL only. It is not an adequate
 > helicopter IMHO.
 > --
 > Paul Lamar ...No rotor no motor.
 >
 > Okay Paul, fair enough..
 >
 > I'd be interested in seeing a scale model fly. One without any gyro
 > help (which the RC helicopters use).
 >
 >
 > Regards,
 >
 > Matt-
 >
 > Perry might be working on one.
 > --
 > Paul Lamar ...No rotor no motor.
 >
 > Yes, I am going to build one. I still need a 1/4 to 1/5 scale planetary
 > gear set.
 > I have a file P-1603-BG_cat-Gearhead-pg29-34.pdf
 > I think you sent that out? PL5 series, which model do you think would be
 > best?
 >
 > Perry
 >
 > Are we using a model rotary engine to drive it? :)
 > http://www.osaka-asia.org/en/companies/nitto-kosakusyo/
 > Not much on the web site
 >
 > I would go with the PL5050 at 1.32 pounds weight. 10:1 ratio.
 > Max allowable out put torque would be 14 Nm or 10 foot pounds.
 >
 > My guess is the Nitto rotary is 2 HP at 20,000 RPM
 >
 > Torque is then
 >
 > HP = Torque x RPM/ 5252
 >
 > 2 * 5252/ 20,000 = Torque .525 foot pound.
 >
 > 10:1 ratio is about right so 5.252 foot pounds max coming out of the
 > gear box at 2000 RPM. Hard to say what the static trust is.
 >
 > I am guessing on the HP of the Nitto. So far I have not been
 > able to find out what it is.
 >
 > Well I would be surprised if the torque out of the engine was
 > more than 2 foot pounds.
 >
 > Paul Lamar ...No rotor no motor.


I understand that "(i)n VTOL use, vertical operations are used for only
a few seconds while landing and taking off", but what happens, for
example, you come back home from Oshkosh, all wiped out. You land the
craft vertically just fine, then you rest up for a week.  The aircraft,
and its Wankel engine, stays vertical for a week, until you next want to
fly.  What happens then?

Les

The oil pump sucks oil out of the oil sump tank and re pressurizes the oil system.

Paul Lamar ...No rotor no motor.

What happened with the German / Soviet versions of this? Were they
actually flown ?

-dave


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