X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fmailhost03.isp.att.net ([204.127.217.103] verified) by logan.com (CommuniGate Pro SMTP 5.2.16) with ESMTP id 3877593 for flyrotary@lancaironline.net; Wed, 07 Oct 2009 07:54:58 -0400 Received-SPF: none receiver=logan.com; client-ip=204.127.217.103; envelope-from=keltro@att.net DKIM-Signature: v=1; q=dns/txt; d=att.net; s=dkim01; i=keltro@att.net; a=rsa-sha256; c=relaxed/relaxed; t=1254916498; h=Content-Type: MIME-Version:In-Reply-To:Message-Id:Date:Subject:To:From; bh=uROqig ajaqPVXz6OtdgjrChW3KVAVpwMVFmqHNsTxKY=; b=ktVlYZG3X1/tXQKvnFHbjIe/Q M3ICtthGJLMJmApZ5flOhjp97NitdR+XBC5O+dNzXB7Zo1P7impywW8bKyc/g== Received: from fwebmail13.isp.att.net ([204.127.221.113]) by isp.att.net (frfwmhc03) with SMTP id <20091007115422H0300pph4de>; Wed, 7 Oct 2009 11:54:22 +0000 X-Originating-IP: [204.127.221.113] Received: from [208.114.33.94] by fwebmail13.isp.att.net; Wed, 07 Oct 2009 11:54:21 +0000 From: "Kelly Troyer" To: "Rotary motors in aircraft" Subject: Balls and Springs Date: Wed, 07 Oct 2009 11:54:21 +0000 Message-Id: <100720091154.17562.4ACC816D000A440B0000449A22218683269B0A02D29B9B0EBF019D9B040A05@att.net> In-Reply-To: X-Mailer: AT&T Message Center Version 1 (Mar 2 2009) X-Authenticated-Sender: a2VsdHJvQGF0dC5uZXQ= MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="NextPart_Webmail_9m3u9jl4l_17562_1254916461_0" --NextPart_Webmail_9m3u9jl4l_17562_1254916461_0 Content-Type: text/plain Content-Transfer-Encoding: 8bit Lynn, Do you know how short the intake actually was and I presume this was a 13B fueled by a carburetor dynoed by Drummond ?.............. -- Kelly Troyer "Dyke Delta"_13B ROTARY Engine "RWS"_RD1C/EC2/EM2 "Mistral"_Backplate/Oil Manifold -------------- Original message from Lynn Hanover : -------------- Don't worry about racing performance from the airplane installation. Nobody even dynos below 6,000 RPM. So here is a dyno sheet that is as low as I have ever seen. This engine has a very short intake that is tuned for 9,000 + RPM. But still respectable at even 6,500 RPM where you could use it in an airplane. EGT probes are 3" out from the ports. A properly assembled engine will tolerate an alarming amount of abuse and continue to perform normally. Support systems that are common to any auto power installation are most likely to cause any problems. On the balance question, the rotors are so heavy and move in such small orbits that the weight of oil missing from one or the other is not detectible to the pilot, as it is such a small percentage of the rotor weight. A badly out of balance rotary is smoother than a well balanced piston engine. In normal operation, braking retains more oil in the front rotor, and dumps more oil from the rear rotor, and nobody notices that. Same in a climb. Nobody has noticed any imbalance yet. I left piston engined race cars in 1980 based on the cost of exploded engines. Lynn E. Hanover --NextPart_Webmail_9m3u9jl4l_17562_1254916461_0 Content-Type: multipart/related; boundary="NextPart_Webmail_9m3u9jl4l_17562_1254916461_1" --NextPart_Webmail_9m3u9jl4l_17562_1254916461_1 Content-Type: text/html; charset="utf-8" Content-Transfer-Encoding: quoted-printable
Lynn,
  Do you know how short the intake actually was and I presume thi= s was a
 13B fueled by a carburetor dynoed by Drummond ?............= ..
--
Kelly Troyer
"Dyke Delta"_1= 3B ROTARY Engine
"RWS"_RD1C/EC2/EM2
"Mistral"_Backplate/Oil Manifol= d
-------------- Original message from Lynn Hanover <lehano= ver@gmail.com>: --------------=20
 <= /DIV>
Don't worry about rac= ing performance from the airplane installation. Nobody even dynos below 6,0= 00 RPM. So here is a dyno sheet that is as low as I have ever seen. This en= gine has a very short intake that is tuned for 9,000 + RPM. But still respe= ctable at even 6,500 RPM where you could use it in an airplane.
EGT probes are 3" out= from the ports.
 <= /DIV>
A properly assembled = engine will tolerate an alarming amount of abuse and continue to perform no= rmally.
Support systems that = are common to any auto power installation are most likely to cause any prob= lems.
 <= /DIV>
On the balance questi= on, the rotors are so heavy and move in such small orbits that the weight o= f oil missing from one or the other is not detectible to the pilot, as it i= s such a small percentage of the rotor
 weight. A badly= out of balance rotary is smoother than a well balanced piston engine. In n= ormal operation, braking retains more oil in the front rotor, and dumps mor= e oil from the rear rotor, and nobody notices that. Same in a climb. Nobody= has noticed any imbalance yet. I left piston engined race cars in 1980 bas= ed on the cost of exploded engines.
 <= /DIV>
Lynn E. Hanover
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