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From: "George Lendich" <lendich@optusnet.com.au>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
References: <list-2160846@logan.com>
Subject: Re: [FlyRotary] Re: Ford EDIS ignition systems
Date: Fri, 6 Jul 2007 17:22:31 +1000
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 Ernest,
Your preaching to the converted - it's just a matter of finding the right 
sized one that puts out the right power at the right RPM, for those with 
high power requirements.
Simple right !?
George (down under)

> Thomas Jakits wrote:
>> Do you have all your "run/kick-off" ideas on your site?
>> And what EWP's are you using?
>>
>> TJ
>>
>
> No.  Very few of my engine ideas are posted there.  Most of the website 
> work was done when I was working as a security guard during the Dot-Com 
> bust days.  Working a real job now, I have to make a choice between 
> building an airplane and talking about it.
> I'll talk more about the next one.  But for now:
>
> One of the negatives for the rotary engine is an output that goes at 
> 6000RPM, necessitating the need for a gearbox.  But maybe we can make some 
> lemonade.  Let's exchange the alternator for something more reliable and 
> lighter.
>
> The alternator solves a problem that cars have.  They spend a lot of time 
> idling, which means that a dynamo wouldn't be turning very fast.  Since 
> the dynamo's output depends on how fast it's spinning, you're battery 
> would run dead as your sitting at a stoplight.  The alternator solves the 
> problem by replacing the magnets with an electro-magnet.  Now, the magnets 
> strength can be increase when the car is idling, so that enough electrons 
> are pumped to keep all the electro-whizzies a whizzing.
> But we don't idle much in airplanes.  And the alternator carries with it 
> all sorts of error modes and extra weight.  Belts break.  There's all that 
> work and circuitry to control that electro-magnet.  Let it get away from 
> you and you'll fry all the electro-whizzies.  There's a side load applied 
> to the shaft that has to be supported by bearings.  Then you've got a lot 
> of weight invested in brackets and pulleys.  And don't even mention a case 
> to hold the alternator that is solid enough to not buckle under the side 
> load.
>
> Henry Ford showed us the path to light and reliable aircraft electricity 
> in 1897.  I'm going to copy the old design.
>
> http://bobhooversblog.blogspot.com/2007/06/av-reliable-ignition.html
>
> 4.7lbs isn't a great weight saver compared to some of the lightweight 
> alternators out there, but I don't think they're usually weighed with the 
> mounting brackets and pulleys from the engine side of the belt.  We can 
> get more weight savings if we let the flywheel that we already have double 
> as a rotor.  The last part requires some investigation, but there isn't a 
> rule that the coils must be round.
>
> The electric water pump I'm using is a CSR-901S.
>
> Back to that 6000RPM thing.  What else can we do with that?
>
> Your typical commerical leaf blower spins at 6000RPM.  Delivers 600CFM at 
> 100MPH or more.  Ever seen inside one?  The ones I've seen all have four 
> flat impeller blades space at 90 degrees.  There's a nice space between 
> that gearbox adapter plate and the engine.  Tom Belvin is machining an 
> adapter plate for me.  It's going to be round.  So now we have an 
> excellent source of lightly compressed air.  What can we do with that?
>
> The first thought is immediately turbocharging...or is that supercharging. 
> Regardless of what you call it, it's not a big boost, but is that a bad 
> thing.   You can never have too much power at your disposal, but how much 
> work and complexity do you have to add to get it.  The fan won't add 
> enough pressure to require pop-off valves and such (I think).  The intake 
> air won't be sucked through a device that is connected to the exhaust. 
> There'll be no added exhaust back pressure. Nothing spinning at 
> 100,000RPM.  Basically,  another ??Hp for the cost of some fan blades and 
> a shroud.
>
> We can also use some of the pressurized air to help with the rotaries 
> exhaust problems.  The heat destroys most mufflers and the noise pounds 
> them into dust.  The biggest part of the noise comes from the supersonic 
> exhaust pulse.  Slow that air down, and it starts to get much quieter. 
> The easiest way to slow it down is to cool it.  How about we pump some of 
> that air backwards through the EGR ports.  There's a hole at the top 
> center of the engine.  Bruce covered mine with an aluminum plate.  The 
> other end of the passage is a 3/8" or so hole under each exhaust port.  A 
> constant breeze of cool air will go a long way toward taming the exhaust 
> demon.
>
> There's other things I'd like to tell you about, but the aliens say that I 
> have to keep quiet about them for now.  I'm not sure if it is because it 
> is 1am, or because they're not ready for the rest of the world to 
> experience rotary teleportation (the piston teleportation is so old hat).
>
> Good night.
>
> --
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