Paul

Let me introduce myself.. My name is Jeff Doddridge and live down here
Southern (financially collapsing) California. Escondido to be specific..
I have started an engine project building from a clean slate the Mazda
13b including the rotors..The only thing left from Mazda is the rotor
housings and the stationary gears and rotor gears,maybe some bearings.
I have a CNC machine shop and can build just about anything I can think
of. I also have the appropriate software for modeling and assembly
design. I make  all sorts of parts for many companies  in the
Biotechnology, weapons, and aircraft  world.....

I now have Cirrus VK30 project I have been building for several years
and originally purchased a Zehbach 650ci dual turbo inverted duel EFI
engine with planetary reduction . This was installed and all components
for the installation were designed and machine by me....Mr Zerhbach
spent some time with the feds and the support for the very complicated
and heavy engine stopped. I have always been interested in the rotary
going back to The BEC rotary designed and build by a guy named Maurice
Brockington(he live here locally). He is over 80 now but put this engine
together in the early 90's with the assistance of Engine Beat and Jim
Mebber. It ran and produced 200 hp non turbo on their dyno. It was a
very clean and aircraft looking with a frontal diam of only 18" the full
length of the engine. It never got off the ground although he had many
opportunities to get this to market but failed to do so because of
control and ownership issues the greedy capitalist that wanted to fund
this. I think he had patents on some specific attributes of the engine,
however not sure and it's been way to long to matter now. The prototype
engine sits mothballed in his hanger.....

I approached Mr. Brockington about my concept and he is very interested
and excited about my design concepts. I also talked To Jim Mebber at
Racing Beat and he was very cool to anything that did not come off the
self. However he is considered the master and expert on this engine for
many different applications, he should be listened to, no dought.  He
did not reject it's design altogether but had a hard time understanding
why you would alter a reliable and well designed engine....I had answers
for that but he kept shaking his head....

My concept simply comes from the need to build the engine as an aircraft
engine specific, light, small, powerful. Looking at all the components
with the idea of optimizing and integrating these components modularly
for easy manufacturing and  cost  control.....200hp plus to fit
something like a RV.

I have been working on this for some time and now am starting to make
parts. I would like to share some of  this with you knowing that you are
a real rotary enthusiast and disseminate bunches of knowledge for the
like minded.

If you would like to see some of the work I have done to this point I
would be happy to show you this with the idea of steering me away from
what would be engineering flaws that could cause expense and delay. I am
not an engineer and make no claim to that. Like many in this endeavor,
not to call this a dream but certainly is lofty......there is a lot of
explaining here and I thought I would leave it for another E-mail if you
wish to continue.

thanks

jeff

David Leonard lives in Ocean Side and keeps his turbo Mazda RV6 at the Palomar
airport. You may talk him into giving you a ride.

It is Jim Mederer and not Jim Mebber. I agree with Jim. You would be
reinventing the wheel. Mazda has sold 2.4 million and they are still learning.
A Mazda 3 rotor would be ideal for your airplane.

If you want a challenging project build us a turbo compound gear box for a rotary.
That will drop the fuel consumption of any engine %20. I wrote an article
for Augast Kitplanes about it. If you can't find a copy let me know.

Also check out UTUBPLEASE on youtube for turbo compound.

I subcontract parts for intake manifold now and then to NC shops so I will add you
to my list for quotes.

Paul   Lamar
_________________________________________
Jim,
Many have tried, and to date none have been successful.  (DARN)...
I am also wanting to build a light rotary for an LSA plane.  If the
only part that you intend to use from Mazda is the rotor housing and
misc parts, what do you have planned for the rest of the engine???
I was intending to start with the 109 lb short block that Paul had
shown previously.  Mazdatrix built this engine for a (eventually
military) customer with alum end housings, Renesis e-shaft,
stock '89 - '92 non turbo rotors,and Renesis front housing and
light weight water pump. ( did the photo that Paul showed have
the front cover?? , which would include the front counterweight??)!!

The alum end housings save ??? lbs (about 50 lbs Paul??) The
Renesis e-shaft is 6 lb lighter (source Street Rotary - Mark
Warner) .Possible additional weight savings using commercially
available parts include:  milling the '89 - '92 rotors
from 9.6 to 8.7 lb ((Renesis 9.3 to 9.0) - Mark W)), and
perhaps using ceramic apex seals for another few ounces.
Add reductions for the counterweights, and everything else
we can think of... so what do we have for a finished long
block weight??

Possible additional weight reductions include a hydro
formed e-shaft ,many $$$, some titanium bolts, more $$$, -
how about replacing the tension bolts with rolled thread
tubing?? - (MORE $$$!!!).  Your ideas???...
Paul already has the mechanical intake system parts in hand.
(lightest weight)...  The electronics for intake and ignition
are in progress.  Now we are discussing PSRU parts, mostly for
George Grimmes [??? Jean Prudhomme ?] twin pusher project.
Paul has posted ideas for
a lighter in-line PSRU. I discussed a lighter weight PSRU with
Tracy Crook some years ago and he thought 30 lbs was achievable
for LSA hp range.  If we really engineer a PSRU for lightest
weight I would expect 22 - 24 lbs.
Ideas??
Dan F

Also Jim. I forgot to mention. We have a 3 rotor powered Velocity
hangared at Ramona owned by Al Gietzen.

Paul Lamar