Jeff, here are some renderings of that alloy end house I sent.

 The replaceable sheet metal wear surface is .090 4130 heat treated
 to Rockwell 64 and Blanchard ground on one side.

 What would it cost to make one of these out of billet.
 We could build up an engine and test it.
 The real market is one rotors where engine weight is critical.
 This should save up to 20 pounds.

 Paul Lamar

Paul

Talking 6061-t6?????  A day's worth of machining and set-up, really
more..I'd do it for you $350 plus material..deal...   Looks like 38
lbs(12x13x2.5) and 6061- billet is about $3.25/lb.

It will machine down to 12 to 15 lbs....

jeff

I deleted your SW jpg Jeff as it was too confusing since we are talking
about an aluminum billet end housing.

That is a bargain for an aluminum rear rotor housing. Racing Beat charges
$1300 and the coated wear surface is unproven. For a one rotor engine $350
would
be well worth it. If we get some interest in this I will do a front end
housing design as well. If one bought a new Mazda end
housing it would cost one about that. This means you can buy all the
parts for a 125 HP all aluminum one rotor Mazda based engine for less than
about 2 or 3 thousand dollars less the PSRU. Weight with PSRU would be well
under 200 pounds.

Can you cut down a stock 2 rotor E-shaft as well?

Paul Lamar


This is most interesting if it can be done.  I have been lurking
on this list for about 6 months trying to educate myself on a
previously unfamiliar topic.  I appreciate the ingenuity and
cooperative spirit shared on this list. I am learning....

I desire to use a rotary for my Kolb MKIII X, which I am
currently building, to stay away from the Rotax 912ULS (for all
the known reasons).  Short of Revolution Rotary I have not seen
a light enough solution in the 100 HP range.  Rev Rotary seems
as though they are moving towards a solution, but appear to
still be in the design stage. I like the idea of using standard
components from Mazda, with the custom but  affordable
reductions you are working on.

With what you are proposing, the scale appears to be sliding
towards substantial consideration.....

In my case, the ideal engine would be specifications nearly
identical to the Rotax 912ULS with lighter weight (with all
ancillary parts) and much lower cost.  Rotax prices are not
compatible with my pay grade...


Please keep us posted and thank you for all you are doing Sir.

Fran Losey


Well if Jeff can make them at that price the one rotor Mazda will
be a very competitive engine for a wide range of aircraft
that use the Rotax 912 and 914.  A turbo compound version would
be very competitive in the UAV engine market.

Paul Lamar



Paul, just a suggestion  or three for the one rotor. You might consider
dynafocal  mounting ears on the accessory end housing or bushing tabs on
both housings for a bed mount system, and if the hardpoints matched up to a
rotax 912 that would really be nice. Also since new tension bolts would be
fabricated the accessory housing could be thru drilled for nuts instead of
tapped holes and that would allow the use of magnesium alloy instead of the
aluminum. If the waterpump housing was incorperated into the end housing
that would make that magnesium by default, and the water outlets could be
angled more advantageously.  And a final irritation I would suggest is
eliminate the side housing ports and use both ports periphial. This would
allow hogging out some more metal in that area since there is little need
for  cooling on the port side of the end housings  with  the periphial
exhaust port.

george grimes

The rotary does not vibrate like  piston engine so dynafocals don't
make a lot of sense unless it will plug in and replace a Lycoming.
Not many 100 HP Lycomings out there.
Continental 100 HP O-200's are a better target market and they use an
aft cantilever mount. The rotary vibrates only about the e-shaft axis due to
intermittent combustion.

It would be wise to copy a Rotax 912 or 914 motor mount.

Paul Lamar