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On my one rotor, the P-Port insert is aluminum
glued in with J-Bweld. I have about 30hrs of run time under variable conditions
including high temperature like 230F cooling fluid. There was never a leak.
I believe that part of the secret is holding the
insert in place by other means than glue only. My insert has a flange on the
outside, which is bolted to the rotor housing via the intake manifold
(Pictures).
This is the way I retained the P-P for the flying
engine because it never caused any problem.
FWIW.
Richard Sohn
N2071U
----- Original Message -----
Sent: Saturday, September 19, 2009 1:18
AM
Subject: [FlyRotary] Re: "P" ports (was)
Three or two?
Kelly,
Sorry have no photo of the insert but it's simple
enough. Just weld the insert to the housing in the water jacket area and
back-fill with high temp resin - pressurize it if you wish, I probably will,
just in case.
George ( down under)
George,
Interesting exchange on this subject
again..............Jerry Hey of this group is/was doing
some "P" ports utilizing an aluminum insert.........I think a sealant
was then used for the rest
of the cavity...........Have not heard from Jerry for a while (jump in
here if you are listening
Jerry) but photos looked good.......Do you have access to any photos
from "Down Under"
George showing the aluminum inserts and/or the same welded in
place ??.............
--
Kelly Troyer
"Dyke Delta"_13B
ROTARY Engine
"RWS"_RD1C/EC2/EM2
"Mistral"_Backplate/Oil Manifold
--------------
Original message from "George Lendich" <lendich@aanet.com.au>:
--------------
Bill,
Good on Ya! I'm a bit behind my e-mails BTW.
I have a great solution for the PP problems of leaking coolant. I
notice that PL advocates welding to the inner rotor steel liner - however
not much to weld to, and then pressurizes the resin filler.
Now this is not my idea but it sis working well locally and that is
to weld a Al tube to the inner Al housing - weld it rights around and then
fill the remainder with resin. Seems to work much better than what was
done previously and ahs held up in well in racing
applications.
George ( down under)
----- Original Message -----
Sent: Monday, September 07, 2009
5:06 AM
Subject: [FlyRotary] Re: Three or
two?
Gonzalo,
Sorry to be contrary, but in my opinion the ONLY way to go for a
flying rotary is P-port. All of the original Power Sport engines (the
Everette Hatch P.S.) ran P-ports. The manifolding for a P-port engine is
vastly easier. In fact Hatch and Steve Beckham built several engines
with P-ports that even ran reverse rotation so they could get proper
propeller rotation with some gearboxes. You can even P-port an Renesis
and it still works. The reason that Mazda isn't P-porting their race
cars has nothing to do with if P-porting is better, it is racing
organizations requirements. The reason for the side port Renesis is for
emissions and low RPM fuel economy. Those are areas that are only
important in a CAR. The typical aircraft runs 50% to 90% ALL THE TIME
and P-ports are much better at mid to high RPMS. The Mazda Le Mans
winning engine used P-ports and they were running with a fuel economy
formula. (the fuel was limited) For high output P-ports just work
better.
Bill Jepson
Gonzalo,
A lot of
people talk about peripheral porting rotaries but nobody is doing it
with a rotary that they plan to fly behind. If it was such a
good thing, Mazda would be P-Porting their cars. Instead they
are going away even from the peripheral port for the exhaust with the
Renesis.
If 200 HP
will do it for you the Renesis is the way to go. This process of
putting an alternative engine in a plane is hard enough without
violating the KISS principle.
Put in a
Renesis, no turbo, no P-Port.
Bill
B
From:
Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On Behalf Of George
Lendich
Sent: Sunday,
August 23, 2009 5:57 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Three or
two?
I don't know if the
Renesis has a turbo version, I didn't think it did. All
turbo 13B's require low compression
rotors.
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