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You are correct, Jeff. That is what he is saying. The problem is, he is wrong. When the apex seal is crossing the plug hole, there is no compression on the intake side yet (it's actually below ambient for an NA engine) and the exhaust side is at it's most extreme pressure. Look at the volume of the chambers. The intake side has just finished pulling F/A mixture in, the exhaust side has been ignited and is providing the power pulse. If anything, some burnt mixture from the previous burn is going to be pushed BACK into the upcoming one.
In fact, providing more of a slot might just blow the F/A mixture away from the apex seal and solve half of the quenching problem.
On Monday, January 26, 2015 8:50 AM, Jeff Whaley <flyrotary@lancaironline.net> wrote:
What he’s saying is the spark plug holes inside the rotor housing are too large (much larger than apex seal width) so at peak compression and just prior to combustion, a percentage of compressed air/fuel mixture enters the spark plug hole
and leaks ahead of the apex seal into the exhaust cycle, creating spontaneous combustion in the exhaust and higher exhaust temperature. His theory is if the holes were slots, similar in width to an apex seal this would stop any leakage into the exhaust cycle
– more complete combustion = higher efficiency – don’t put air fuel into the exhaust for spontaneous combustion.
Jeff
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From:
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Bill Bradburry <flyrotary@lancaironline.net>
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Subject:
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RE: [FlyRotary] My next engine
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Date:
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Sat, 24 Jan 2015 23:03:22 -0600
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To:
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'Rotary motors in aircraft' <flyrotary@lancaironline.net>
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