Hi Paul,

   For the Aixro they have a 400 hours TBO. Mistral is 3,000 hours

   If available, what are the TBO for Austro
  Engine,
Wankel AG and Wankel
   Super-Tec?

   Thanks!

   Marc Joseph


   I don't know. I never asked. Perhaps they
  mentioned
it in the video
   Petri is working on. We shall see.

   Where did the TBO data come from on the AIXRO?
  Is
that go kart use?

   Paul Lamar

Hi Paul,

Here is the message I got a few months back from there
  mailing list.
If you want to join  http://www.parajet.com/index.php?id=28

Marc Joseph


Dear Marc Joseph,



Rotron Engines have now entered the durability test phase.
  Development  over the previous 12 months has been extensive
  and we now have two
engines that will be available in July this year. A 294cc
  single rotor
45hp engine and a 160cc single rotor 25hp engine. Each size
  of engine
has been developed to accommodate either a bespoke fuel
injection system
with auto altitude compensation or a standard diaphragm
  carburettor.    Both the 294cc engine and the 160cc
  engine blocks have
been durability
tested in our dynamometer test cell for 400 hours. We are
  extremely  pleased with the test results and estimate TBO to
  be approx 400hours.

Over the following 3 months we will carry out durability
  tests
in real
life applications for both engines and the new running
  gear...ie
exhaustsystems, coolant radiator, starter motors, a range a
  re-
drive ratios to
suit different propeller diameters and the fuel injection
  and onboard
generator system. We expect to learn a great deal over the
  following  months and fine tune the new running gear
  components ready for the
official launch of the Rotron Engine range in July 2009.


Engine Specs and Dimensions:  (Please also find
  attached
photos of the
two sizes of engines currently fitted into Parajet airframes)



294CC Rotron Engine

*    Power Out Put: 40hp @ 7600rpm

*    Engine Weight: 15.4 kg [34
  pounds](including
generator, starter, exhaust and
radiator)

*    Cubic Capacity: 294cc

*      Fuel System: Fuel Injection
  with
Auto Altitude compensation and
auto cold start or standard Tillotson Diaphragm Carburettor

*    Starting: Electric Start or recoil pull start

*    Cooling: Liquid Cooled

*    Power Generator: 32 Amp generator built in

Mount Dimensions: Standard layout distance between centres
  Horizontal:  175mm and Vertical 345mm (custom dimensions available)

Zero Vibration: 3400rpm at 7600rpm



160CC Rotron Engine

*    Power Out Put: 25hp @ 7600rpm

*    Engine weight: 12.8kg (including
  generator,
starter, exhaust and
radiator)

*    Cubic Capacity: 160cc

*    Fuel System: Fuel Injection with Auto
Altitude compensation and
auto cold start or standard Tillotson Diaphragm Carburettor

*    Starting: Electric Start or recoil pull start

*    Cooling: Liquid Cooled

*    Power Generator: 32 Amp generator built in

  Zero Vibration: 3400rpm 7600rpm

  Mount Dimensions: Standard layout distance between
centres Horizontal:
175mm and Vertical 345mm (custom dimensions available)


We will send you an update shortly with a full price list
  and delivery
lead times. Detailed engine specs and layout options with
  the re-drive
ratios established and exhaust layout options will also be
  made
available.

Jim Edmondson

Sales and Marketing Manager

*Parajet Limited*
Beaumont Business Centre,
Woodlands Road,
Mere,
Wiltshire BA12 6BT

jim@parajet.com
+44(0)1747 861368
+44(0)7966095407

Thanks I was unaware Parajet were marketing AIXRO engines.
I wonder where the 160 cc engine came from?

I would think they would have been at Aero but according to
  this list
they were not there.

http://www.aero-


expo.com/aero/ausstellerverzeichnis/archiv/ausstellerverzeichnis-en.php?m=exh&let=P

Sounds like they are guessing. Are they using ceramic apex seals?

Paul Lamar

  Hi Paul,
The 160cc engine came from  http://www.woelfle-
  engineering.com/ then clic on product and development read
  fourth paragraph.
Ceramic apex seal are available for the Aixro.  But if they
  come with the engine from Parajet.  Well I don't have the
  info yet.  Will get back to you later on.
Marc Joseph

Hi Paul,

Here is the part about the rotary engine of March issue from Parajet.


Development of the 160cc engine is has accelerated ahead fast over the
last 6 weeks. It is successfully running with a fuel injection system
with mechanically operated boost port. We have chosen for this prototype
phase the fully programmable MBE ECU in order to establish the correct
operating parameters. Once we have mapped the engine perfectly, have
gained specific data on horsepower, fuel consumption, performance at
altitude and TBO we will sacrifice the MBE system for a smaller
pre-programmable production ECU and put the engine through the endurance
test phase mounted into an aircraft.

Development of the 294cc engine is already further progressed as we have
already done hundreds of hours running with the new pre-programmable ECU
recently bought in from Control Systems Inc in the USA. Using a TPS to
control fuel injection and PCB mounted barometer we are gaining
excellent throttle response and altitude compensation. Our new
production ECU is proving to be extremely reliable, is extremely compact
and weighs only 220grams. Our main project at the moment with the 294 is
establishing a starter motor and generator arrangement that is reliable,
lightweight and compact. We are currently experimenting with a Mitsuba
starter motor coupled to a bespoke 90 degree bendicks gear drive. This
keeps the engine as short as possible because the bendicks drive goes
back in on itself to engage with the starter ring gear. All  a bit
complicated but essential if we are going to keep the ring gear diameter
within the engine housing dimensions.


Here is for April


Rotron engine development is progressing at a steady rate, both the
160cc and 294cc are currently being put through the 200 hour endurance
cycles in our new engine test cell.  This is a time consuming but
crucial phase of the engine development. So far the tests have proved
invaluable, not only for discovering which components need to be
re-engineered for strength and reliability but also to ensure the
cooling system and selected radiator is of adequate size.

Once the 200 hour test is complete we will need to refine the exhaust,
generator and starter motor system. The exhaust system is a big
challenge, our ambition is to create a system that is quieter than our
competitors engines, lighter and more reliable. The greatest advantage
we have over the conventional piston engine is the lack of vibration,
this means the system can be made lighter and still be expected to last
longer. The disadvantage is that rotary engine exhaust gases are over
1000 degrees celcius and we need to have specially designed grill plates
over the hottest parts (such as the header pipe) to dissipate heat
effectively.

The test cell endurance cycle will be complete in one month. Subject to
these results we will be fitting the 294 engine into a twin seat Parajet
SkyTrike and the 160 into the Parajet Macro paramotor for extensive
outdoor flight tests.

Paul I will email these guys to know more if ceramic apex seals are in
the two engines.  I will also send a link from your web
site http://www.rotaryeng.net/exhaust.html with along the Aussie Utube
about this muffler.  http://www.youtube.com/watch?v=M46O6lIB_RU

Marc Joseph