Ok. Let's shelve diesel wankel. Turbo compound rotary should achieve
 the same specific fuel consumption. How do we go about making a big
 turbine for the hot recover section?. Who could we hire to make this
 item without charging an Aerospace prize? Could this turbine be the
 flywheel itself? Thanks.

leman wings



http://www.barber-nichols.com/

Paul Lamar ......In NZ




Pratt and Whitney's PT6 is 50 years old this year, there was an
article in the AOPA about it. I recently completed my A&P, and the
DME had 3 old PT6s there for the test and for parts. The point is
that I dont think we need to reinvent the wheel. There are many many
small sized turbines that parts like the power turbine can be removed
from for testing. These are designed for the high temps and high
rotational speeds. I think maybe a turbine can be attached to either
the flywheel or the front end and eliminate much of the weight and
parts and pieces of the first generation TC. Just like Paul did for
TC 1.0 with the DD TC parts, an already produced part would keep
costs down.

As far as a diesel rotary, if the TC gets the BSFC down, the only
real benefit to a diesel rotary would be the ability to burn jet fuel
in parts of the world where avgas is not readily available.

As it relates to the low compression ratio, the older 2 stroke
detroit diesels had relatively low compression, and the answer was a
roots type blower.

Kevin Alderman



Hi!: Early Curtiss-Wright Wankel RCEs used spark ignition, but
they built engines
fed by carburettors, and other with direct injection that burnt
JP4 and JP5, CR varied from
   7.5:1 to 9:1, SAE papers and SAE Journal articles from 1960 to 1979
summarize most of their research.

Recent data in SAE point that for 2-Stroke engines, loop
scavenging is always better
than uniflow or other types of scavenging under any circumstance.
   Have a nice week. Best regards. Salut
  Jose Gros-Aymerich
Madrid, Spain


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