Hi Paul,
Having read your website,
There are a number of WHATIF flies buzzing around my head if you
would be kind enough to swat them for me for a good night sleep.
1. "It takes HP to suck the combustion air into the engine" .
Does that mean you simply allow more air to go to the combustion
chamber with no MORE EXTRA in FUEL resulting in greater output HP ?
1a) By Output Horsepower my understand is the flywheel will achieve
1000rpm in less time and the flywheel will overcome
friction/resistance using same amount of fuel.
2. If my above assumption of more air no extra fuel is correct then
an ECU like Megasquirt simply continues to squirt (using direct
injection) same amount of fuel into the combustion chamber and firing
the spark at the appropriate time ?
3. To harness the extra Horse Power and rev up the engine you
suggested using the new side throttle system with p-port. Does that
mean the using VERNIER CONTROL Is that the new throttle cable. But I
am wondering there must be some sensor which tells the ECU as you
pull the cable to allow more air fuel into the combustion before the
usual sparking ?
4. As far the Megasquirt is concerned should it continue to behave
same usual
even if the engine wasn't p-ported with reference to amount of fuel
to squirt and then spark.
5. If my aircraft has an all in weight of 450kg including
engine,pilot, wallet . I have fuel tank of say 80 litres. I want the
fuel to last as long as possible which engine should I use 13b , 13b
P-port, 13b Turbo , 16b , 16b P-port , 16b Turbo , 13b Turbo Compound
or another option ?
Regards
Zahid Rahman
1. The fuel air ratio must be maintained. It all has to do with
BSFC. Brake Specific Fuel Consumption. This is the weight of fuel
burned per HP out of the engine. Google BSFC.
1a. Yes the engine will accelerate faster but HP is not the only
factor. Rotating inertia is a major factor.
2. Mega Squirt maintains the correct fuel air ratio.
3. A slide throttle reduces in internal aerodynamic drag of the
intake system.
4. Same answer as 2. The sensor is either a mass airflow sensor or
simply the intake manifold pressure and air temperature.
5. For best BSFC use a turbo compound RX8 engine. Soon to be
available from Mazda. May not be P-port so a lower BFSC would be
possible with a turbo compound P-port.
Paul Lamar
When is it appropriate to use reduction ratios 2.85 and when should
one use 3.17.
The reverse rotation also available with Ford of 2.17:1 and 1.85:1 ,
is it used with piston engines because they turn in the opposite
direction to the rotary.
Zahid Rahman
HP is RPM times torque.
Most aircraft piston engines turn in the same direction as the
rotary.
Are you a pilot?
Paul Lamar
Not yet. I going to build my own light aircraft as a hobby. I asked
the question because I thought it said on your website the rotary
engine turn in opposite direction and uses 2.17 reduction ratio.
Zahid Rahman
The Mazda engine rotates the same direction as most AC engines
rotate.
Paul Lamar
Hi Zahid, I am building an LSA aircraft, I am using a single rotor
13b sideported, you will probably want to use the alloy side plates
from Racing Beat in the US. The alloy plates will save a considerable
amount of weight. At 450Kgs if you are a two seat aircraft you will
want to be fairly weight conscious. If you use a single rotor, side
porting would seem the way to go. You will have to find someone to
machine the e shaft as they are not available off the shelf. You
should have no difficulty in producing 120Hp The less Hp you require
the less fuel you will burn. Large savings in fuel burn can be
achieved by building the right plane for your needs. In the LSA Field
there are some very efficient aircraft around. Andrew. CampBell
A side port single rotor is definitely not the way to go.
Paul Lamar
Is it a typo ?
Andrew Campbell wrote "If you use a single rotor, side porting would seem
the way to go."
Then Paul Lamar wrote "A side port single rotor is definitely
*not* the
way to go."
Regards
Zahid
Let me put it another way.
"A side port is definitely
*not* the way to go."
You would not introduce needless aerodynamic drag to the outside
of your air plane so why introduce needless aerodynamic drag to the inside
of your intake manifold?
Air velocity inside an intake manifold is up to 400 MPH.
Paul Lamar
The Rotary Engine News Letter. Powered by Linux. ACRE NL web site.
http://www.rotaryeng.net You Tube
http://tinyurl.com/beqqxas
Copyright 1998-2015 All world wide rights reserved.