Paul,



I'm still looking into the possibility of a vertical installation for a

helicopter. I would be absolutely elegant if it could be made to work.

What would you think of installing three teflon buttons, one inch diameter,

or larger, near the apex inside the rotor edge seals on what would be the

lower side of the rotors. Would there be enough oil between the rotor and

the side plate that the buttons would ride on an oil film? Where are the

thrust bearings on the crankshaft?



Steve Brazil



Hi Steve,

Some thoughts on a helicopter application.

1. Most automotive design engines have little or no thrust bearings.

Rotational power is transferred to a transmission and that is where

the thrust is usually reacted against. The engine/tranny "joint" is

usually even splined to avoid putting thrust loads on the engine

bearings. You need to accomodate thrust absorption in your helicopter

transmission design.



2. In a vertical orientation you also need to consider oil return.

In a 13b slightly less than a quart of oil "disappears" in a running

engine. Some is in the oil pump, some in the pressure lines feeding

various bearing areas, some fills the oil filter, and a lot is in

the rotors cooling them. Most of these places "gravity drain" back

to the oil pan after shutdown. Only a thorough study of Mr

Yamamoto's book will provide insight to the drainage pathways.



3. Oil return and thrust handling are just some of the problems

you'll encounter. You may work for a long time to resolve either

problem adequately. Time resolving problems is time not flying,

so I would suggest you make as few problems for yourself as possible.

If you keep the engine orientation horizontal many of your oiling

and percieved rotor wear problems go away. Find the "lower unit"

for a 200 HP outboard motor and your thrust problems go away.

The "lower unit" will turn the power 90 degrees and provide a gear

reduction as well. Another problem gone. Your "engineering" effort

will consist of developing an adapter plate and reworking the

outboard's drive shaft to provide connection to the e-shaft.

(Probably, shortening and cutting a spline on the "lower unit's"

drive shaft, and fabricating a floating, internally splined collar

with splines that mate with the e-shaft on one end and the drive

shaft on the other.)



4. Keep in mind, this is the world of "experimental" aviation, and

many "experimentors" would rather tinker than fly, so you need to

address your specific goals, also. Dave M





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I know of a propane one rotor engine running vertical for over 9 years. Hasn't
shown any problems. Just relocated the oil pick up and oil pan modified for
that position. It's never been tached out. Runs 3-4,000RPM.

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