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From: Bulent Aliev <atlasyts@bellsouth.net>
Subject: Re: [FlyRotary] Re: Telescopic Trombone Intake Construction notes
Date: Tue, 22 Aug 2006 08:37:08 -0400
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>

i can't see any pictures?

On Aug 22, 2006, at 6:32 AM, Ed Anderson wrote:

> Impressive mechanism there, Cary.  I tried an in-flight adjustable =20
> intake, but did not get good results, but my length of travel was =20
> somewhat restrained, so might have just missed a sweet spot.  I =20
> hope your approach gets meaningful results.
>
> Ed
>
> ----- Original Message -----
> From: cbeazley
> To: Rotary motors in aircraft
> Sent: Monday, August 21, 2006 11:01 PM
> Subject: [FlyRotary] Telescopic Trombone Intake Construction notes
>
> Hi Folks;
>
> Here are some notes/pics on how to construct the adjustable length =20
> intake.
> Hopefully this will lead to a few more data points...
>
> Darn, too big, try again.
>
> Cheers
> Cary
>
>
>
> Peripheral Port, Slide throttle, Telescopic (trombone) Intake =20
> Construction, draft 0.3
>
> Here are some quickie construction notes and comments to build your =20=

> own trombone intake for the 13B.
>
> This particular design uses the intake tubes themselves as both the =20=

> guide and the sealing surfaces =96 not the most robust design, but =20
> simple and, I hope, effective.
>
> This design is probably not well suited to car applications with =20
> rapid acceleration requirements and high duty cycles requiring =20
> dynamic adjustment to the tuned length. This design is better =20
> suited to a high rpm, low duty cycle aircraft application with =20
> fixed or fewer length adjustments. This particular setup should be =20
> useful to at least identify the tuned lengths for the intake system =20=

> using some sort of a wide-band or low-band O2 sensor.
>
> For a more dynamic throttle response, an intake using a Mazda style =20=

> intake with linear bearing or Teflon bushings is probably better =20
> suited.
>
> The addition of a plenum, with such an upstream fuel injector =20
> setup, should be considered mandatory, in order to avoid a =20
> spectacular fireball as the perfect 40psi fuel cones impact the =20
> ridiculously hot Wankel exhaust ;)
>
> Bill of Materials =96 excellent service from these guys.
>
> Velocity Stacks (air intake bellmouth)
>
> http://www.velocity-of-sound.com/ - 2x48-70 velocity stacks, very =20
> nice =96 thanks Patrick
>
> Precision drawn 6063-T832 drawn aluminum tubing
>
> (drawn or double drawn aluminum tubing is exceptionally =20
> dimensionally accurate)
>
> http://www.texastowers.com/aluminum.htm
>
> 6=92 x 2.000 OD, 0.058 wall
>
> 6=92 x 2.125 OD, 0.058 wall
>
> I only used 9" for the intake itself, the remainder was used for =20
> alignment purposes, shipping is reasonable via UPS under 6=92 length. =20=

> It also leaves additional material for a redo=85
>
> 180 degree 6061 2.125 OD Ubend to be cut for 2 x 90 bends:
>
> http://www.burnsstainless.com/AluminumTube/Ubends6061/ubends6061.html
>
> 1/4" inch threaded rod, 36"x2, lock washers, nuts
>
> 6061T6511 extruded aluminum sheet stock, 1/8" inch thick, 4" width =20
> for sheet metal slide and trombone frame flanges
>
> silicone grease
>
> Required Equipment
>
> Basic milling machine
>
> Holesaw
>
> Boring head arbour
>
> Aluminum Brazing/welding setup
>
> Additional Info
>
> For slide throttles, take a look at:
>
> http://www.rotaryeng.net/
>
> For information on building Peripheral port housings:
>
> http://www.rotaryeng.net/
>
> http://www.rx7club.com/showthread.php?t=3D144200&page=3D1&pp=3D15
>
> http://lancaironline.net/lists/flyrotary/List.html
>
> Random Ramblings
>
> The slide throttle is flush with keg. The notch in the throttle was =20=

> to avoid the stock water pump, I wish I had been annoyed enough to =20
> chop it up earlier...
>
> Same for the adjustable, telescopic intake. I will rebuild almost =20
> flush with the engine and at a different angle flush with the =20
> bottom of the oil pan after testing.
>
> The intake also needs to be supported at another point. I noted =20
> that someone had already pranged the prototype sitting in our =20
> chapter hanger before Oshkosh.
>
> Doublers on some of the (in my case HTS-2000 brazed) joints would =20
> not hurt either.
>
> Usable range (from rotor face) is 19-27". Length of the straight =20
> section is 9". This should put tuned length range somewhere between =20=

> 5250 and 7500 based on the Mazda papers and rough calculations.
>
> The setup could be modified for inflight/dynamic adjustment with a =20
> throttle type cable/wheel.
>
> Injector location will probably make it difficult to pull fuel =20
> uphill for start - we will see.
>
> Based on Francois' (Mistral) comments I will probably move the =20
> injectors closer to the keg, Besides, they are mucking up the =20
> airflow and the threaded rod and fuel injectors also add a lot of =20
> mass quite far out for such a light intake.
>
> It would require support in any vehicle.
>
> I am really unsure what is best. The question always arises as to =20
> whether laminar or turbulent is better. I built the prototype with =20
> smooth airflow as the intent. The better economy of the way forward =20=

> fuel injectors certainly promises latency/bogging for rapid =20
> throttle changes and possibly icing and fuel droplet coalescence on =20=

> the walls and dripping. I figured I would try this on the teststand =20=

> and rebuild later anyway. The intake (intentionally) has a lot of =20
> roughness prior to the 90 degree bend. Hopefully ram air and =20
> throttle opening (see Picture 5 - Slide throttle part open below) =20
> will help force air into the engine, as a minimum this intake is =20
> better than those sticking out into the freestream velocity at 90 =20
> degrees.
>
> One of the objectives was to reduce the frontal area of the Wankel =20
> installation to take advantage of the potentially smaller profile, =20
> this could be further reduced.
>
> The trombones slide easily enough, requiring a few ounces of =20
> pressure going down, a bit more (a better guess 3-4lbs) sliding up =20
> (mostly due to FI/rod setup)
>
>
> Actual Construction
>
> It took some head scratching and tricks to get everything to line =20
> up well enough.
>
> I wasn't sure if it could be realistically done - the next test is =20
> at temp with airflow.
>
> I am also unsure of the stability of the Teflon slide at higher =20
> temps, another alternative would be Kelvin? or a Teflon coated, =20
> anodized, aluminum plate.
>
> One of (many) concerns with this offset runner was to build the =20
> adjustable runners stiff enough to move together and flexible =20
> enough to compensate for any slight misalignment.
>
> The main tricks in order to get near perfect alignment on the =20
> throttle plate tubes were tight tolerances on match drilled holes =20
> for the flanges and long tube inserts to help align things before =20
> fixing them.
>
>
> Steps
>
> Weld/braze the velocity stacks (trombones) to the take 9" intake =20
> runners
>
>
>
> Picture 1 - the pieces =96 3 dual runners flanges and 3 portions of =20=

> flanges (sorry, already mostly assembled in the photo)
>
> Cut and drill the holes for all of the 3 larger dual throttle =20
> runner flanges (bottom central right) and 3 detachable trombone =20
> flanges at the same time to try and ensure match drilling accuracy. =20=

> The runner holes were cut with a hole saw an finished with a boring =20=

> head arbour slightly undersize. The holes for one runner should be =20
> very tight/difficult to slide on to act as a reference. The other =20
> should be (slightly) less tight to allow some movement for fitting =20
> and alignment to the throttle plate.
>
> Two (2) of the three (3) matched drilled flanges are used to line =20
> up the runners to the throttle plate (below).
>
> The flat section on the bottom of the flanges is intended for a =20
> long flat, even surface. The 4 outer holes of the flange were used =20
> for alignment guides with the .25 inch threaded rod and nuts to =20
> hold the flanges and tubes in position while they were permanently =20
> fixed (weld/braze/whatever) as measured by micrometer. The throttle =20=

> attach plate was also fixed next.
>
>
>
> Picture 2 - Tube alignment at the throttle end
>
> The triangular cuts on the rightmost flange were to avoid my test =20
> exhaust setup.
>
> The yellow paper (above and below) is a re-creation of the =20
> 0.0035-0.004 paper shims that were used to help. These were used on =20=

> every inserted joint.
>
> Align the throttle plate intake runners with the help of the =20
> flanges, threaded rod of the remaining 5=92 of tubing . I moved the =20=

> far end flange back and forth several times to try to ensure I was =20
> dead center (yes, there is still movement at 5=92, the farther you =20
> insert the tubes the less the movement). The goal was to near =20
> perfectly align the throttle plate runners and have the trombones =20
> "float" together in a frame that was just stiff enough to move them =20=

> in unison and loose enough to "float" and compensate for minor =20
> misalignment.
>
>
>
> Picture 3 - Full length alignment
>
> Note the gap in the top tube near the flange, this was a short =20
> section of tubing cut to join the remainder of both the 2.125 and =20
> 2.000 tubing so they could be used for alignment. There is a =20
> similar gap and section of tube inside the flange at the far end. =20
> These also had paper shims.
>
> NOTE: it is very important that all tubes that are to inserted/=20
> slide be greased or they will scratch (guess how I found out?) The =20
> tube edge corners should also be rounded to reduce the possibility =20
> of "catching" or jamming.
>
>
>
> Picture 4 - tube-in-tube
>
> Once the throttle plate runners are secured, the adjustable =20
> trombones and smaller flanges can be inserted into the throttle =20
> plate runners, fixed using the threaded rod and permanently brazed/=20
> welded in position.
>
> With the upstream injector placement, I added square aluminum tube =20
> to stabilize the frame and hold the injectors.
>
> This prototype setup is ugly but should work well enough for a =20
> teststand or dyno=85
>
>
>
> Picture 5 - Slide throttle part open
>
> INTAKE MOUNTED ON THE ENGINE
>
>
>
> Picture 6 - Trombone minimum length
>
>
>
> Picture 7 - Trombone extended
>
> Some engine build specifics
>
> rebuilt 86 NA in excellent condition
> Teflon encapsulated orings
> rotary aviation apex seals
> race cleared 9.4 NA rotors
> =91loose=92 engine
> 3rd gen oil pressure reg, shimmed oil pressure control valve spring =20=

> for higher pressure.
> modified oil/water cooling passages
> 2" Peripheral port modeled after the Lemans engine, slightly later =20
> open/close (why? Because Mazda has more dyno time than I do) and I =20
> have a pretty good map to follow.
> Peripheral port is an interference press fit of a conical (larger =20
> at the outside of the housing) sleeve insert into a conical hole =20
> straight through with JB Weld on the sleeve. Water passages filled =20
> with JB weld. The sleeve, cut into slightly and , effectively =20
> filled the gap between the tension bolts.
> Peripheral port passages were cut with a trued hole saw and faced =20
> with boring head on a basic milling machine
> Engine should be good for occasional forays into the 8500rpm range =20
> =96 output should be ~10-15% less than the Mazda Lemans curves.
> Final pictures show a chopped up water pump, this greatly =20
> facilitated installation and a smaller profile
> Pineapple racing alternator relocation bracket.
> Racing beat under drive pulleys
> Stock coils (possibly COP later)
> Megasquirt EFI
>
> Expected Results
>
> 210-220HP @6000 rpm with a decently match tuned exhaust.
>
> I'm guessing something like 275hp at 7500rpm.
>
> ~10-15% less than the Mazda curves at other rpms plus benefits of =20
> RAM effect
>
> Paul Lamar=92s Mazda Lemans 787 benchmark achieved the 240 HP at =
6000rpm
>
> Ceramic components seem to be worth about ~10% HP as a result of =20
> reduced drag/wear.
>
> 3rd spark plug -~2%
>
> this engine has minor chrome corner seal wear/flaking, end housing =20
> wear about .001
>
> reused some seals, not all measurements near minimum limits
>
> rotary aviation seals apparently take longer to break in
>
> exhaust splitters are in - I wanted the 7or 8db noise reduction and =20=

> probably longer exhaust (probably worth 5-10hp?)
>
> Madza has more dyno time!
>
> Megasquirt Fuel Injection with O2 sensor feedback
>
> The intakes and exhaust could benefit from tighter bend radii, this =20=

> would probably entail a non-circular holes making custom fitting =20
> more difficult without basic shop equipment or more weld fitting.
>
> Some regrets
>
> I would do everything differently=85
>
> Ceramic $eal$
>
> 3rd Gen housings (which I now have)
>
> All new seals
>
> Could not find readily available larger diameter drawn AL tubing
>
> Not chopping up the stock water pump earlier, this necessitated a =20
> lot of custom fitting (the notch in the slide throttle) for the =20
> slide throttle and intake.
>
>
> Future projects
>
> Get the damned thing running first=85bonehead!
> Possibly move some/all of the FI setup closer to the slide throttle
> combined Pport and side port intake for higher BMEP at lower RPM
> test E85/alcohol
> acetone additive in fuel?
> modified flame front channels in the rotor faces
> Combination sideport/Pport intake
>
> The premise is to have a staged Pport slide throttle combination =20
> along Paul's design for wide open throttle operation; and
>
> a separate runner/butterfly for low speed/power operation using the =20=

> center iron side ports/injectors.
>
> The plan was to have a single, small diameter (say 1") intake =20
> runner supply air to the center iron intakes and fuel by the stock =20
> center iron injectors. I can't remember the intake velocity =20
> calculations but a smaller diameter could be tailored to provide =20
> velocities for a stable idle and lower power operation (with higher =20=

> BMEP according to Kenichi Yamamto's? book). Staging of the PPort =20
> could take place around 3000rpm or so.
>
> I am sure running on the center irons alone is not quite as good - =20
> how much?
>
> With a single runner, an idle air controller would be an easy =20
> addition.
>
>
> Cheers
>
> Cary Beazley
>
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> --
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> <Front View Max Height with Controller.jpg>
> <Front View Min Height.jpg>
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