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Hi Hennie,
There are as many ways to specify engine weights as there are
specifiers : ) The Bare block 13B with water pump is 180 lb.
That is the only HARD data point that you can start with. Only you
can do the rest of the math to arrive at your engine weight.
My guess is that a belt reduction is going to weigh about the same as
the gear drive I use. YMMV, but I would not give up my seat in the
electric chair to fly a cantilevered pulley reduction drive. I'd have
nightmares about something breaking every time I did aerobatics with
it. That cyclic bending stress on the crankshaft can't be good even
thought the rotary has a pretty robust crank.
Just my opinion, there are no "carved in stone" truths on this list :
)
Tracy
----- Original Message -----
Sent: Friday, March 24, 2006 6:38
AM
Subject: [FlyRotary] Re: Rotary installed
weight comparison
Thanks guys. I do read everything over at Paul Lamar's group,
the Osprey group and also over here on a regular basis. But I've read of
160# to in the mid 300# 13B's.( and even the mentioned 190# which started
this thread) I'm hoping to use a 13B in my amphib and would
like to keep everything as simple and as light as possible, hence my
question.
I
know about Ken's Coot, but his is heavy. (Yes, I know he uses nitro to boost
his power to 300hp for water take-offs which sounds like a neat solution!
And I believe he's done this often with no ill results) However, I'm
trying to keep my project as light as possible to keep water
operating speeds as low as possible.
One
last question: Would a belt PSRU be much lighter than the geared ones mostly
used? Also, is it REALLY neccessary to use two bearing on both pulleys as I've
seen a 13B installatioin which used only one on each end.
Regards,
Hennie
..(this was the thread about the [FlyRotary]
Re: Rotary - FWD from Lancair ES List )..
Here's info for a rotary
installation comparison if Tracy can recall his last W&B on his
RV-4. Tracy, how does your plane compare to this?
- My RV-4 is bone stock VFR with lights (think J3-with-a-speed-kit)
first flown in '96.
- Lyc O-320 E2G, 150 HP, 2 mags, carb, no vacuum system, one radio and
transponder
- Sensenich FP metal prop with 2 2" spacers (41 pounds total for prop
& spacers)
- That big stock boat anchor starter
- Heavier than necessary 10 ply tires (extra 6#) because they were on
sale.
Empty weight 979# with 48# on the tail wheel
Empty CG
69.25 inches (using the 60 inch datum)
Mike McGee, RV-4 N996RV,
O320-E2G, Hillsboro, OR
13B in gestation mode, RD-1C,
EC-2
At 09:00 2006-03-23, you wrote:
It varies a lot depending on
builder choices but I would put it closer to an O - 320, a 30 - 45
lb difference depending on which of the many versions of the IO - 360 that
Lycoming made). The counterweighted crankshaft on the angle valve
IO-360 (200 HP models) accounts for a 28 pound increase
alone.
Tracy
- Hennie,
- I’m told the 2-rotor will come in about the same as an IO-360
installation. This is a very common install in the RV-6, also in
the RV-4 (Tracy Crook). If you’re really interested, you can get
onto the Fly Rotary group. Good bunch of guys and they will be
able to answer any question you may have about the rotary.
- Mark
- From: Rotary motors in aircraft [
mailto:flyrotary@lancaironline.net] On Behalf Of Hennie van
Rooyen [HQP]
- Sent: Thursday, March 23, 2006 5:56 AM
- To: Rotary motors in aircraft
- Subject: [FlyRotary] Re: Rotary - FWD from Lancair ES
List
- Hi Mark and
anyone,
- " Mazdatrix recently dyno’d a
N/A peripheral-ported 13B for Paul Lamar at 250hp @ 6000rpm, running a
carburetor. That is an easy 125hp/rotor, and 250 hp from a 195#
engine."
- What would be a
reasonable firewall forward weight of such a N/A complete installation?
What I really want to know is what is the lightest installation to be
expected based on average experience?
- Regards,
- Hennie
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