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From: "Ed Anderson" <eanderson@carolina.rr.com>
Message-ID: <D4.E1.03217.7BDA47B4@cdptpa-omtalb.mail.rr.com>
To: "'Rotary motors in aircraft'" <flyrotary@lancaironline.net>
Subject: RE: [FlyRotary] Re: Air Pump
Date: Thu, 11 Feb 2010 20:24:17 -0500
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I'm a rooting for your success with this scheme - heck, if successful it
could become a money making side line for you, Ernest.

But, hurried it up a bit if you will, just have the big 70 and I'm not
certain at your current rate I'll be here long enough {:>)

Ed

Ed Anderson

Rv-6A N494BW Rotary Powered

Matthews, NC

eanderson@carolina.rr.com

http://www.andersonee.com

http://www.dmack.net/mazda/index.html

http://www.flyrotary.com/

http://members.cox.net/rogersda/rotary/configs.htm#N494BW

http://www.rotaryaviation.com/Rotorhead%20Truth.htm


-----Original Message-----
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On
Behalf Of Ernest Christley
Sent: Thursday, February 11, 2010 6:30 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Air Pump

Ed Anderson wrote:
>
> The way a turbo/super charger works, of course, is not by increasing 
> the air volume flow through the engine but by increasing the air 
> density. The 100,000 rpm impeller accelerates the air velocity inside 
> the compressor vanes and then using the old Diffuser principal, slows 
> this air down at the compressor exit and converts the increased 
> dynamic energy of the accelerated air stream into a static pressure 
> increase reflecting the increased air density produced.
>
>  
>
And the turbo charger is a centrifugal pump.  8*)   One of a 
comparatively small diameter, but high speed.  I'm looking at a much 
larger diameter, but a much slower speed.  Diameter and speed are what 
determines the maximum static pressure.  How well the pump can hold that 
pressure is determined by its flow rate, which is in turn determined by 
the volume of the pump.  I calculated that the air would flow at 170mph, 
with the intake and exits being 3" diameter.  Not exact numbers, but the 
speed point is higher than my projected cruise speed, and the intake 
diameter is smaller than the runner I'll actually have.  I have a 
relatively large volume between the flywheel and PSRU plate, being about 
4" thick.   All that scribbling is at home someplace, and I'd be hard 
pressed to find it.  Basically, I'm counting on that thickness to 
overwhelm the engines needs and keep the pressure near the max static.

I do admit that I'm remiss in not applying the technical rigor to carry 
out the equations to the 4th digit.  You and Al are good at that, Ed, 
but I am content to run some rough numbers.  I figure the practical 
won't match the theoretical anyway. So if it looks good at first pass, 
build it and then take a measurement. 

I think this would be a good move if I can get 5 to 10 extra horses out 
of it.  On the other side of the equation, I'm looking at what are the 
drawbacks (other than the design/build workload, which is supposed to be 
the fun part anyway).  Failure modes, other than shedding blades, should 
be benign or non-existent, as I'm not providing for any control 
hardware.  If the flywheel stops turning, the intake can suck air around 
the blades...but that is a moot point, because if the flywheel stops the 
engine is about done sucking air for a while anyhow.  A leak in the 
intake means that I don't get as much boost as I hoped.  In that case 
I'm just another normally aspirated rotary.  The worst case scenario 
would be the highly unlikely event that I get TO MUCH boost. That will 
prove out easily enough during testing, and would only require some sort 
of restriction to rectify.

There may be up to twenty Hp waiting there, and it'll only cost about 3 
to 5lbs of aluminum.  If it works, I'll have one of the coolest, most 
unique engines at the fly-in, with one of the highest Hp/weight ratios 
around.  If it doesn't work, I get to wear the "I tried something that 
didn't work" badge that makes one a true Flyrotarian.  ;*)


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