Yes! Those are just the renderings. Pick out what you want and I will
send the IGES.
Paul Lamar
Hi Paul, I think those AL housings appeared while I was away. Could
you send me some detail of the wear plates and the Al housings; an
AL center hsg would sure cut some weight out of the total engine
weight. I have a friend who has just retired from his engineering
business and has kept a lot of his machine tools so I have access to
CNC mills, wire cutters and lathes. Rs, Dave McC in Perth
Do you have access to Rhino 3D drawing program? There is no such
thing as a 3 view drawings with dimensions these days. Everything is
done with IGES files. The dimensions are hidden.
The wear plates can be made in at least two ways. A stock cast iron
end housing can be cut down or a new one made of of hard 4130 sheet
laser cut and then chrome plated like the stock rotor housing.
Too bad Australia is so big. Neal Unger in Parkes NSW is doing a lot
of the same things. Neal has a p-ported-13B powered Glastar flying.
Neal is also president of the Sport Aircraft Ass. of Australia.
SAAA.COM You guys should work together. Oz is in real need of a one
rotor all aluminium LSA engine as the Jabiru is struggling.
http://www.aviationsafetymagazine.com/airplane/LSA-Engine-Safety.html
I'll send you Neal's email address by private email.
Paul Lamar
Paul et al,
I have what is probably a basic question.
I have often read that a propeller induces adverse vibrations into a
drive train and that a belt driven PSRU is the way to isolate those
vibrations from the rest of the components and engine in general
while allowing the propeller and engine to each operate in their
most effective rpm range. Yet I also see a lot of planetary (and
other?) gear drive units, especially in the information shared here,
that would seem likely to transmit those propeller vibrations. So in
the applications being discussed here how is a direct drive
permissible? Is it because the aircraft (e.g. the time to climb) are
limited purpose and limited life and thus not likely to be adversely
affected in the time they are operational?
Just curious and hoping to understand better. Thanks for any
responses!
Brad Chubb
The planetary was universally used in aircraft engines for years.
Only in WW II was a spur gear used in the water cooled V12's. All
the radials had planetary gear box's including the largest aircraft
engine ever made in quantity. That was the P&W R 4360 Wasp Major. It
had 18 planet gears. The latests in large P&W turbo fan engines for
airliners is a planetary gear box that is 98% efficient.
Direct drive requires a lot of displacement for a limited amount of
HP. The 2 rotor rotary engine is small displacement as aircraft
engine go at 160 cubic inches. However the time to climb engine is a
record amount of HP (650) for it's weight of under 250 pounds with
gear box.
BTW The rotary is also a record amount of HP per cubic inch of
displacement at 4 HP per cubic inch. The former record holder was
the Offenhouser race engine at 3 HP per cubic inch.
The TTC record holder Grumman Bearcat had 2 pounds per HP to lift
while our TTC aircraft (Vans RV4 basically) only has 1.5 pounds per
HP to lift. Weight per HP is the name of the game in high climb
performance. Ask any truck driver :-)
We are about done with the installation and we are waiting until Dan
Gray gets back from vacation to test run the engine on the aircraft.
Paul Lamar
Paul,
I had one other question about the P&W planetary. Are there two outer gears
so they can put one on from each side? That was the only way I could think
of that I could think of to put them all together. there are splines on the
sun gear to fit the drive shaft. There are also on the outer ring gear but
they are split so it looks like they both come in from the outside.
Bill Jepson
I don't know. The device is on display at the P&W museum in Connecticut.
Paul Lamar
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