Richard,
Great to hear from you!. WE are all getting to that time in life. Keep well,
Neil in OZ.
From: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Monday, February 8, 2021 6:32 AM
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Subject: [FlyRotary] Re: Richard Sohn??
Hi Ed, I am still here. Done flying. I still have the AVID with the single rotor operational. Don’t know what to do with it.
On my third flight I did not pay enough attention on the run up. When I took off, lost power and the engine quit. Put it down in a cotton field with out a scratch. Had to replace the rotor housing and the seals. The reason was over heating because of low coolant level.
Bei the time I had fixed the engine, I realized it was time to call it quits with all the experimentation and test piloting while I have some time left to enjoying some ground time.
That is where I am.
Richard
Sent from Mail for Windows 10
Does anyone know if Richard Sohn is still on the fly rotary list? He did some amazing work with a single rotary version he made and I know he got it airborne a time or two, but, then I have not hear anything more?
------ Forwarded Message ------
Sent: 4/3/2017 4:19:25 PM
Subject: [FlyRotary] Re: : Batteryless Fuel Injection??
I don't know what to call it, but my single rotor is running on something the supplier is calling fuel injection. In reality it is a somewhat advanced Ellison carburetor. It operates without electricity, has full mixture control and a primer, which can be used for over riding vapor lock in the fuel lines. So far, I have around 50hrs run time on the ground on two different engines including 1hr in the air. It may be supplied from a fuel pump or gravity feed. The engine never have staring problems. The air time was 3 flights, with the third one ending in a dead stick landing because of engine overheating.
The 12A based single rotor flows around 10 GPH of gas at 6300RPM WOT.
I have not seen a carburetor, during the single rotor development, performing comparably.
Hope to be in the air again soon.
FWIW
Richard Sohn
On 4/3/2017 2:44 PM, William Jepson wrote:
Hi Guys,
Something that might be of interest is that the ORIGINAL Powersport engines were setup with Airflow performance fuel injection. It required a fuel pump (which could be mechanically driven) but used a electric fuel pump. Works very well. Not quite as accurate as the modern electronic injection, but can be run without a battery.
On Mon, Apr 3, 2017 at 7:45 AM, Jeff Whaley <flyrotary@lancaironline.net> wrote:
Battery, alternator, recoil system – ultimately there is something spinning to create electricity to drive an electrically-dependent fuel injection system. Personally, with a high-wing aircraft, I’d like to see a purely mechanical fuel injection system fed with gravity fuel flow – do away with the redundant (electric) fuel pumps, 4 (electric) injectors. What we have is great as long as it all has a supply of electricity; having said that I would not be without a battery in the present environment.
Jeff
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Just saw this on a 'small 4stroke engine' (aviation) group: quote: Hi, the info from B&S for the EFI system is a bit sketchy at the moment. It is an open-loop system from Kokusan and completely different to the Delphi EFI on the 810 and the big block engines: Vanguard has also developed a horizontal shaft small-block (627 cc) engine, with an initial application in fire and rescue equipment. Offered in a 23 gross hp rating, the engine incorporates an open-loop EFI system developed by Japan’s Kokusan Denki Co. Ltd. and has the ability to be operated with either an electric starting system using a battery or a recoil starting system. “This one is a bit unique,” Leech said. “It’s completely different than the Delphi system we use on the other engines in that it can work with a battery or without. Kokusan developed a technology that Delphi did not have.” Batteryless EFI itself is not new, as it has been a staple on small two- and four-stroke engines used on such things as off-road motorcycles and snowmobiles. The Kokusan system uses energy generated by the pull of the recoil starter to power the engine control unit (ECU), fuel pump and injectors — in that order — to start the engine. The Vanguard small-block engine with recoil start has been specified by a global manufacturer of fire equipment for a portable generator set used in fire and rescue applications I bet that will create quite some interest in the flying apparatus circles. If the EFI is using a MAP sensor or mass flow meter, the EFI would be fully altitude-compensating to 3,000+ meters (10,000'). Unfortunately, I haven't been able to source a parts manual yet to check what components are used in the EFI system.
:unquote These are V-twins. Might be interesting to see if there's a way to alter the 90* timing to the rotary's 180 & deliver enough fuel for a rotary using this system & larger injectors... Google search for the FI mfgr: https://www.google.com/search?q=Kokusan&oq=Kokusan&aqs=chrome..69i57&sourceid=chrome&ie=UTF-8#q=Kokusan+fuel+injection&* Charlie |
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Richard Sohn
8029 County HWY 1087
DeFuniak Springs, FL 32433