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Lynn,
This gives me a lot info for the proposed external exhaust/muffler system for my "Dyke Delta"
and for any other of the Rotary group needing such a system............One question......You show
the straight run noted "As long as possible"...........Will there be a down side if the total primary
header length is longer than 22-24 inches ?..........I have more space under the "Delta" cowl than
average and may be able to add more primary length before the collector.........What would be
the next primary length that "Tunes" ??..............Really appreciate your knowledge and the effort
you go to helping myself and the group out...............
Thanks Again,
--
Kelly Troyer
"Dyke Delta"_13B ROTARY Engine
"RWS"_RD1C/EC2/EM2
"Mistral"_Backplate/Oil Manifold
-------------- Original message from Lynn Hanover <lehanover@gmail.com>: --------------
This is just an idea. The parts are held together with stiff springs, and safety wired with the wire (many strands) left loose between parts. The wire is run through the springs so if a spring breaks the pieces will be retained.
The straight run out of the engine adds to power. The length of the straight run adds to room inside the cowl. So there is a flex joint at the engine, and another flex joint at the collector. The engine can move about to some extent when mounted in rubber. A rigid header or homogenizing muffler without a slip joint stresses the rotor housings. So the stub tubes are tight on the engine, and cannot impart any stress.
The overall point is to allow for an external muffler below one side of the cowl.
If there is minimal back pressure, the joints will be at lower than local air pressure, so, in the event of any leak will pull in cool air. And not leak exhaust gasses into the cowl.
The stub tubes are sealed to the rotor housings with silicone. No gasket is used.
The larger holes in the tabs would have a strap between them. The skirted aircraft screws and stainless washers would be held loosely by not tightening the jet nuts all the way tight. It is just a safety device.
(used on race cars).
The springs maintain a constant pressure on each joint.
The rotor housings are a bit more flexible than would be ideal. A slip joint in one or the other primary header pipes eliminates stresses to the rotor housings. Easy to manufacture, helps eliminate cracking in headers and down pipes.
Allows for rigid mounting of the muffler system without stressing the headers.
Lynn E. Hanover
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