X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from sccrmhc14.comcast.net ([204.127.202.59] verified) by logan.com (CommuniGate Pro SMTP 5.0c5) with ESMTP id 771534 for flyrotary@lancaironline.net; Mon, 17 Oct 2005 20:48:21 -0400 Received-SPF: none receiver=logan.com; client-ip=204.127.202.59; envelope-from=kenpowell@comcast.net Received: from 204.127.205.142 (smailcenter60.comcast.net[204.127.205.160]) by comcast.net (sccrmhc14) with SMTP id <2005101800473001400n4s6re>; Tue, 18 Oct 2005 00:47:30 +0000 Received: from [68.47.134.178] by 204.127.205.142; Tue, 18 Oct 2005 00:47:30 +0000 From: kenpowell@comcast.net To: "Rotary motors in aircraft" Subject: Re: [FlyRotary] flyrotary Displacement Date: Tue, 18 Oct 2005 00:47:30 +0000 Message-Id: <101820050047.23784.435446220006D2A800005CE8220700295304040A99019F020A05@comcast.net> X-Mailer: AT&T Message Center Version 1 (Dec 17 2004) X-Authenticated-Sender: a2VucG93ZWxsQGNvbWNhc3QubmV0 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="NextPart_Webmail_9m3u9jl4l_23784_1129596450_0" --NextPart_Webmail_9m3u9jl4l_23784_1129596450_0 Content-Type: text/plain Content-Transfer-Encoding: 8bit None of this matters if you are COMPARING the WORK of the typical 4-stroke with the WORK of the rotary. This means by definition that you MUST find a common means of measurement of that WORK. The only place that this takes place is at 720 degress of crankshaft/eshaft rotation. At 720 degrees of eshaft rotation the rotary displaces 2.6L. If you aren't trying to compare the 2 engine types then 3.9L is correct for the rotary since it rotates 1080 degrees in 3 rotations of the eshaft to WORK all 6 faces of the 2 rotors (but this isn't a valid comparison to a Lyc or Chevy!). Ed A. had it right earlier even if he did change his mind. Ken Powell Bryant, Arkansas 501-847-4721 C150 / RV-4 under construction -------------- Original message -------------- Well guys here you all go getting tangled up in you analytical undies. I keep trying to tell you to stop getting confused about the hardware and just pretend it does not even exist. A fixed amount of air and fuel goes in. It is compressed. It is ignited. It is expanded It is exhausted Now the question is for this one packet what is the maximum amount that can be ingested at atmospheric pressure. .65 liters per chamber. what constitutes a chamber? A rotor face. How many are there? How long does it take to run all the little packets through one complete cycle? The true thermodynamic eqivalent is a 3.9L 6 cyl motor spining at 1/3 eshaft speed. You may choose a 1.3 L 6 cylinder spining 3 times as fast if you like and get the same numbers. You may also choose a 2.6 L spining 2/3 as fast Or you may play any game of two cycle four cycle six cycle etc. Or you could just make up some arbitrary way to make the numbers work out. You could also say that 302 cubic inch engine is actually a 604 cubic inch engine if spun twice as fast and choose to calculate displacement via the cam drive. The point is the only thing that matters when comparing oranges and oranges is that one little chamber or single cylinder. Not half a cylinder or 2/3 of cylinder or chamber. The working fluid is the key-not the hardware.....I promise. I still maintain that it doesn't make a hill of beans of difference. The mental exercise beats watching Oprah, however. Monty --NextPart_Webmail_9m3u9jl4l_23784_1129596450_0 Content-Type: text/html Content-Transfer-Encoding: 8bit

None of this matters if you are COMPARING the WORK of the typical 4-stroke with the WORK of the rotary. This means by definition that you MUST find a common means of measurement of that WORK. The only place that this takes place is at 720 degress of crankshaft/eshaft rotation. At 720 degrees of eshaft rotation the rotary displaces 2.6L. If you aren't trying to compare the 2 engine types then 3.9L is correct for the rotary since it rotates 1080 degrees in 3 rotations of the eshaft to WORK all 6 faces of the 2 rotors (but this isn't a valid comparison to a Lyc or Chevy!). Ed A. had it right earlier even if he did change his mind.

Ken Powell
Bryant, Arkansas
501-847-4721
C150 / RV-4 under construction

-------------- Original message --------------

Well guys here you all go getting tangled up in you analytical undies.

I keep trying to tell you to stop getting confused about the hardware and just pretend it does not even exist.

A fixed amount of air and fuel goes in.

It is compressed.

It is ignited.

It is expanded

It is exhausted

Now the question is for this one packet what is the maximum amount that can be ingested at atmospheric pressure.

.65 liters per chamber.

what constitutes a chamber?

A rotor face.

How many are there?

How long does it take to run all the little packets through one complete cycle?

The true thermodynamic eqivalent is a 3.9L 6 cyl motor spining at 1/3 eshaft speed.

You may choose a 1.3 L 6 cylinder spining 3 times as fast if you like and get the same numbers.

You may also choose a 2.6 L spining 2/3 as fast

Or you may play any game of two cycle four cycle six cycle etc.

Or you could just make up some arbitrary way to make the numbers work out.

You could also say that 302 cubic inch engine is actually a 604 cubic inch engine if spun twice as fast and choose to calculate displacement via the cam drive.

The point is the only thing that matters when comparing oranges and oranges is that one little chamber or single cylinder. Not half a cylinder or 2/3 of cylinder or chamber.

The working fluid is the key-not the hardware.....I promise.

I still maintain that it doesn't make a hill of beans of difference. The mental exercise beats watching Oprah, however.

Monty

--NextPart_Webmail_9m3u9jl4l_23784_1129596450_0--