From: "William Jepson" <flyrotary@lancaironline.net>
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Date: Wed, 8 Feb 2017 09:58:52 -0800
Message-ID: <CAN=mtae9H1ycNP-PpF7cBadXDnupHYnkNWZznFU3rD=478OQ5A@mail.gmail.com>
Subject: Re: [FlyRotary] Bill's P-Port Efforts
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
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Richard,
That is a small port effort. We have another set of housings with larger
ports, ( but not monstrous like the car guys use ), that we expect will
easily get into the 240-250 HP range. We still intend to limit top RPM to
just about 7000. The rotary is all about breathing. If you want best power
at a lower RPM getting the intake length right is critically important. The
length on the engine in the video is actually a bit short of optimum
because of fitting it inside the cowl. I also intend to do an all
electronic engine too. The current engine is at the specifications of the
original PowerSport engines before that company was sold. It uses am
aircraft mechanical FI, and a simple electronic ignition. I like the
electronic fuel injection and or engine management system from SDSEFI in
Canada. Ross the owner speaks airplane and has the ability to individually
tune the injectors so each rotor (or cylinder) will peak at the same time
and his system is easy to adjust. He also will provide it with a manual
leaning control for aircraft. Ross did the engine management system for the
Questair Venture that won the Sport Class at Reno a few years ago. So he
speaks airplane very well. If you use this type of system you can get
better mileage, smoother running, and easier starting. We just haven't had
the time to set up with one yet. If you do go for a electronically
controlled engine be certain to plan for a small backup battery should you
have a charging failure. The P-port rotary is an excellent package for an
airplane, you just need to plan for it like anything else. I'm looking at
the possibility of redoing the reduction drive, but I need to have several
things quoted before I can be sure if the cost is low enough to make the
investment for such a small market.

Bill

On Wed, Feb 8, 2017 at 4:34 AM, Richard Van Camp <
flyrotary@lancaironline.net> wrote:

> Bill,
>
> This looks quite good.  Good luck.  I will keep checking the website.  The
> 195 hp is a good number for me but, I might like to see more if possible.
> That may become my issue to solve.
>
>
> Rick
>
> --
> Homepage:  http://www.flyrotary.com/
> Archive and UnSub:   http://mail.lancaironline.net:
> 81/lists/flyrotary/List.html
>

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<div dir=3D"ltr">Richard,=C2=A0<div>That is a small port effort. We have an=
other set of housings with larger ports, ( but not monstrous like the car g=
uys use ), that we expect will easily get into the 240-250 HP range. We sti=
ll intend to limit top RPM to just about 7000. The rotary is all about brea=
thing. If you want best power at a lower RPM getting the intake length righ=
t is critically important. The length on the engine in the video is actuall=
y a bit short of optimum because of fitting it inside the cowl. I also inte=
nd to do an all electronic engine too. The current engine is at the specifi=
cations of the original PowerSport engines before that company was sold. It=
 uses am aircraft mechanical FI, and a simple electronic ignition. I like t=
he electronic fuel injection and or engine management system from SDSEFI in=
 Canada. Ross the owner speaks airplane and has the ability to individually=
 tune the injectors so each rotor (or cylinder) will peak at the same time =
and his system is easy to adjust. He also will provide it with a manual lea=
ning control for aircraft. Ross did the engine management system for the Qu=
estair Venture that won the Sport Class at Reno a few years ago. So he spea=
ks airplane very well. If you use this type of system you can get better mi=
leage, smoother running, and easier starting. We just haven&#39;t had the t=
ime to set up with one yet. If you do go for a electronically controlled en=
gine be certain to plan for a small backup battery should you have a chargi=
ng failure. The P-port rotary is an excellent package for an airplane, you =
just need to plan for it like anything else. I&#39;m looking at the possibi=
lity of redoing the reduction drive, but I need to have several things quot=
ed before I can be sure if the cost is low enough to make the investment fo=
r such a small market.=C2=A0</div><div><br></div><div>Bill</div></div><div =
class=3D"gmail_extra"><br><div class=3D"gmail_quote">On Wed, Feb 8, 2017 at=
 4:34 AM, Richard Van Camp <span dir=3D"ltr">&lt;<a href=3D"mailto:flyrotar=
y@lancaironline.net" target=3D"_blank">flyrotary@lancaironline.net</a>&gt;<=
/span> wrote:<br><blockquote class=3D"gmail_quote" style=3D"margin:0 0 0 .8=
ex;border-left:1px #ccc solid;padding-left:1ex">Bill,<br>
<br>
This looks quite good.=C2=A0 Good luck.=C2=A0 I will keep checking the webs=
ite.=C2=A0 The 195 hp is a good number for me but, I might like to see more=
 if possible.=C2=A0 That may become my issue to solve.<br>
<br>
<br>
Rick<br>
<br>
--<br>
Homepage:=C2=A0 <a href=3D"http://www.flyrotary.com/" rel=3D"noreferrer" ta=
rget=3D"_blank">http://www.flyrotary.com/</a><br>
Archive and UnSub:=C2=A0 =C2=A0<a href=3D"http://mail.lancaironline.net:81/=
lists/flyrotary/List.html" rel=3D"noreferrer" target=3D"_blank">http://mail=
.lancaironline.net:<wbr>81/lists/flyrotary/List.html</a><br>
</blockquote></div><br></div>

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