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Yes, if it fails, it fails regardless of
how big or small the culprit - and all things can and do fail –
generally at the worst moment, but fortunately not always.
Mike, can you describe the type of “glitch”
you are encountering? When do you typically (if two cases can be categorized
as “typical”) encounter it and what are the symptoms?
Ed
From: Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On
Behalf Of Mike Wills
Sent: Saturday, April 11, 2009
10:22 PM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: Gary
Casey was [FlyRotary] Re: Rotary Engines
This has been an interesting thread. In the end, it doesnt
really matter how many "major" parts you have - even a minor failure
can bring you down. While I believe the basic rotary engine itself is more
fault tolerant than a recip, the peripherals used in the typical rotary install
are a lot more complex than a typical recip install. Since we rotary fliers
dont have the benefit of 70 years worth of experience flying behind the typical
LyCon farm implement I think overall our odds are considerably worse. Comes
down to how well an individual engineer's his installation and there is a
tremendous amount of variation here.
The dependence on electronics in the typical rotary
install is a good example. I may be a little sensitive to this issue
since I've been trying to find an intermittent glitch (2 times in 22 hours of
engine testing).
----- Original Message -----
Sent: Saturday, April
11, 2009 7:31 AM
Subject: [FlyRotary] Gary
Casey was [FlyRotary] Re: Rotary Engines
Good analysis and logic, Gary.
You’d make a good addition to the
“rotary community”. I have noticed over the 10 years I have
been flying my rotary powered RV-6A that the problems have decreased
considerably, the success rate and completion rate has gone up and first flights
are now occurring without significant problems – even cooling is OK
{:>). I believe most of this improvement can be attributed to folks
sharing their knowledge, problems and solutions with others - such as on this
list.
I know that fewer parts count is often
touted as one of the rotary benefit – and while it is true that the part
count is lower, the most significant thing (in my opinion) is not only does the
lower part count help reliability (if it is not there – it can not
break), but if you look a the design of the eccentric shaft (for example) you
notice the absence of the jogs in a typical crankshaft and their stress
points. The thing is over 3” in diameter at some points and does
not have the same inertia loads born by a piston crankshaft. The parts
that are there are of very robust design. Finally, the rotary is (I
believe) more tolerant of damage and tends to fail “gradually and
gracefully”, it can take a licking and keep on ticking as the old saying
goes. Only extended time and numbers will provide the true MTBF for the
rotary, but I believe it looks very promising.
Failure of rotary engines are extremely
rare, but unfortunately, as with many alternative engine installations,
auxiliary subsystems such as fuel and ignition frequently being one-off designs
have been the cause of most failures – with probably fuel the prime
culprit. The good news is that for some platforms (such as the RVs) we
have pretty much established what will make an installation successful.
The Canard crowd is fast approaching that status with their somewhat more
challenging cooling requirements being over come.
Having lost a rotor during flight
due to putting in high compression rotors with worn apex seal slots worn beyond
specs (found this out later – my fault for not being aware of this spec
limit and checking it) which led to apex seal failure and consequence lost of
most of the power from one rotor, I was still able to maintain 6500 MSL at WOT
and fuel mixture knob to full rich – flowing 14.5 GPH – a lot of it
undoubtedly being blown through the disabled rotor. Flew it back 60
miles to a suitable runway and made a non-eventful landing. There
was a small increase in vibration due to the power strokes no longer being
balanced, but nothing bad and you could still read the needles on the
gauges. Other folks have had FOD damage to a rotor and also make it to a
safe landing. Two folks lost cooling (one loss of coolant fluid , one
lost of water pump) and while they did cook the engines, both made it back to a
safe landing. So all things considered, I think the rotary continues to
show that if the installation is designed properly, it makes a very viable and
reliable aircraft power plant.
Failure of rotary engines in aircraft are
extremely rare, but unfortunately, as with many alternative engine
installations, auxiliary subsystems such as fuel and ignition frequently being
one-off designs - have been the cause of most failures. The good news is
that for some platforms (such as the RVs) we have pretty much established what
will make an installation successful. The Canard crowd is fast
approaching that status with their somewhat more challenging cooling
requirements being over come.
My rotary installation cost me $6500 back
in 1996, the primary cost being a rebuilt engine $2000 and the PSRU
$2900. I have since purchased a 1991 turbo block engine from Japan
for $900 and rebuilt it myself for another $2200. My radiators (GM
evaporator cores) cost $5.00 from the junk yard and another $50.00 each for
having the bungs welded on. So depending on how much you buy and how much
you build the price can vary considerably. Today, I would say it would
take a minimum of around $8000 and more nominally around $10000 for a complete
rotary installation in an RV – some folks could do it for less, some for
more.
But, regardless of the technical merit (or
not) in someone’s mind, the crucial thing (in my opinion) is you need to
address two personal factors:
1. What is your risk
tolerance? It doesn’t really matter how sexy some
“exotic” engine installation may seem – if you are not
comfortable flying behind (or in front) of it, then it certainly does not
makes sense to go that route. After all, this is supposed to have
an element of fun and enjoyment to it.
2. What is your knowledge, experience
and background (and you don’t have to be an engineer) and do you feel
comfortable with the level of involvement needed.
So hope you continue to contribute to
expanding our knowledge and understanding of the rotary in its application to
power plant for aircraft.
Best Regards
Ed
From: Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On
Behalf Of Gary Casey
Sent: Saturday, April 11, 2009
8:36 AM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: Rotary
Engines
Just to add a few more comments and answers to the several excellent
comments posted:
How many parts does it take to make a rotary rotate? Well,
"parts aren't parts" in this case. Mark was right in that there
are maybe 4 "major" components, but you have to define major. A
piston engine certainly has far more major parts. Is a valve a
"major" part? I think so. Is a rotor corner button a
major part? Not sure, but probably not. Is each planet gear in the
PSRU a major part? I say yes, and the PSRU is an integral part of the
rotary engine. As someone correctly pointed out, it's not how many parts,
but the reliability of the total system that counts. Just looking at the
history of the rotary (which, from the implication of another post) it's not
that good, but I don't think it has anything to do with reliability of the
concept. It's more to do with the experimental nature of the builds and
installations. My original point, perhaps not well expressed is that to
say there are just 4 parts is an oversimplification. But let's face it,
to put in an engine that has had many thousands of identical predecessors is
less "experimental" than one that hasn't..
Are we ES drivers more conservative? Probably so, since the ES is
probably one of the experimentals most similar to production aircraft, and not
just because the Columbia
(can't force myself to say Cezzna :-) was a derivative. Therefore, it
tends to attract conservative builders and owners. Not surprising then
that almost all ES's have traditional powerplants, with the most excellent
exception of Mark. While there may be more, I know of only two
off-airport landings caused by engine failures in the ES in almost 20 years of
experience. One was caused by fuel starvation right after takeoff (fatal)
and one was caused by a PSRU failure in an auto engine conversion. So our
old-fashioned conservative nature has served us pretty well.
Yes, I was assuming that the rotary had electronic fuel injection and
ignition, but that by itself doesn't change the inherent fuel efficiency of the
engine. Direct injection does have a potential to improve BSFC because
the fuel charge can be stratified. It will probably decrease available power,
though. I think the best rotary will be 5% less efficient than the
"best" piston engine(same refinements added to each). But I
stated that as a simple disadvantage - as Mark pointed out, it isn't that
simple. The rotary already comes configured to run on auto gas. The
piston engine can also be so configured, but the compression ratio reduction
would reduce its BSFC and maybe durability advantage. The total operating
cost is certainly significantly less if auto gas can always be used to refuel. I
assumed in my assessment that it will only be available 50% of the time.
The real disadvantage, which I failed to state, is that the extra fuel
required for a given mission might be 5 or 10% higher and that negated the
weight advantage, if only for long-range flights.
Is the engine less expensive? I did a thorough analysis of a
direct-drive recip auto engine installation and my conclusion was that if the
auto engine were equivalent in reliability to the aircraft engine it would
likely cost just as much. Is the same true of the rotary? I'm not
sure, but you have to consider the total cost, including engineering of all the
parts in the system, not just the core engine. I would love to do a
rotary installation, but I don't think I could justify it by cost reduction.
It wasn't mentioned in the posts, but some have claimed the rotary is
"smoother" than a recip. I at first resisted that notion.
Sure, any rotary given sufficient counterbalancing, is perfectly
balanced. A 4-cylinder opposed recip is not - there is a significant
secondary couple. The 6-cylinder opposed engine is perfectly balanced,
but only for PRIMARY and SECONDARY forces and couples - higher order forces
have never really been analyzed, although they would be very small. And
then consider the forces within the engine that have to be resisted by that
long, heavy, but flexible crankshaft. So it isn't the mechanical balance
that gives the rotary an advantage. Let's take a look at the the
torsional pulsations, comparing the 3-rotor against the 6-cylinder: A
6-cylinder engine has 3 power impulses per rotation, as does the 3-rotor, so
they are the same, right? Wrong. They both incorporate 4
"stroke" cycles, meaning that there separate and sequential intake,
compression, power and exhaust events so that is the same for both. The
power event, which is the source of the torque impulse, takes 1/2 of a
crank rotation for the recip. In the rotary the power event requires 1/4
of a ROTOR rotation, but the rotor rotates at 1/3 crank rotation - the result
is that the power impulse lasts 3/4 of a CRANK rotation, 50% longer than in a
recip. Therefore, the torsional excitation delivered to the propeller,
PSRU and to the airframe is significantly less than for a recip. And if
you analyze the actual forces imparted, they go down by the square of the rpm.
The torsional vibration amplitude goes down by a factor of 4 just because
the rpm of the rotary turns about twice as fast. If you've skipped to the
bottom of the paragraph, as you probably should have :-), yes the rotary is
"smoother" - a LOT smoother.. (my apologies to rotary purists, for
simplicity I used the word "crankshaft" for both engines)
But just because you can burn auto gas should you? The biggest
problems with auto gas in recip aircraft have nothing to do with the engine,
but with the high vapor pressure of the fuel - it is more prone to vapor lock.
The fuel systems of certified aircraft are not particularly well designed
with regard to vapor lock. "Fortunately", rotary engines typically
have no mechanical fuel pump and are forced to rely on electric pumps.
Fortunately because the pumps can be located at the very bottom of the
aircraft and close to the fuel tanks, making vapor lock much less likely.
I would caution any builders to consider vapor lock possibilities very
seriously, much more so if you intend to run auto gas. when I was going
to do this I planned to put one electric pump in the wing root of each wing,
feeding the engine directly(the check valve in the non-running pump prevents back-feeding).
Redundancy was by a "crossfeed" line that could connect the
tanks together.
And thanks, Mark for - probably incorrectly - referring to me as a
"good engineer". I'll have to put that in my resume!
(do you allow us outsiders in your events? I'll park well away
:-)
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