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References: <list-4552660@logan.com>
Date: Tue, 2 Nov 2010 14:32:43 -0700 (PDT)
From: Kelly Troyer <keltro@att.net>
Subject: Re: Finite Amplitude Wave was Sausage Re: EM2 Numbers
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
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Lynn,=0A=A0=A0 Correct me if I am wrong but turbocharging a periferal port =
Rotary =0Aengine=A0would then=A0be like=0Aturbocharging a piston engine wit=
h a extreme overlap camshaft.........Not a good =0Aidea ??........=0A=0AKel=
ly Troyer=0A"DYKE DELTA JD2" (Eventually)=0A"13B ROTARY"_ Engine=0A"RWS"_RD=
1C/EC2/EM2=0A"MISTRAL"_Backplate/Oil Manifold=0A"TURBONETICS"_TO4E50 Turbo=
=0A=0A=0A=0A=0A________________________________=0AFrom: "Lehanover@aol.com"=
 <Lehanover@aol.com>=0ATo: Rotary motors in aircraft <flyrotary@lancaironli=
ne.net>=0ASent: Tue, November 2, 2010 3:29:45 PM=0ASubject: [FlyRotary] Re:=
 Finite Amplitude Wave was Sausage Re: EM2 Numbers=0A=0AIn a message dated =
10/31/2010 11:31:50 P.M. Eastern Daylight Time, =0Aeanderson@carolina.rr.co=
m writes:=0AThanks for the credit, Bill, but not certain I used the "Sausag=
e" ideal.=A0 =0ARegardless,=A0 it is true we are dealing with pulses of ene=
rgy in the intake - so =0Ayou could think of those as the links in the stri=
ng of a sausage.=A0=0AThe periphery port engine is more profoundly affected=
 by its exhaust system than =0Ais the side port engine.=0A=0AIn the side po=
rt, the port is actually closed off by the sides of the rotor. The =0Aoverl=
ap period is short. The Renesis actually has zero overlap (Intake and =0Aex=
haust open and connected). So thinking like a piston engine, with reflected=
 =0Awaves and such works out fine.=A0Not the case for the periphery port en=
gine.=0A=0AThe periphery port engine tunes more like a really high strung d=
irt bike.=A0Where =0Ayou might change mufflers (actually tuning devices) fo=
r different tracks or =0Aconditions. There is a long overlap period. The in=
take and exhaust are free =0Aflowing and the connection is free of sharp an=
gles. In a side port installation, =0Ayou might get away with a poor car li=
ke exhaust system. On a periphery port =0Aengine anything short of a free f=
lowing header is going to cost plenty of HP. =0ATuning if possible at all, =
will be difficult. Changes in intake length may make =0Alittle difference. =
Until, the exhaust is up to code.=A0=0A=0AYou have two or 3 single rotor en=
gines sharing a muffler, and a crank.=A0The =0Aconditions in the muffler mu=
st be kept identical for each engine, lest one or =0Athe other be dragging =
in some RPM range. The easy way to do this is to collect =0Athe identical l=
ength headers before the muffler. There you are, identical =0Aconditions fo=
r each engine.=0A=0ADyno it with the aircraft system installed, or, don't b=
other.=0A=0AThe first time I got the headers right, the driver said the rea=
r end was broken. =0ASpinning only the left rear. He could see the smoke le=
aving tight corners. It =0Awas a Speedway Quick change with a spool. Nothin=
g was broken. The right side was =0Aspinning as well, he just couldn't see =
it. Feels greasy he said. =0A=0A=0ARequest a Viking departure. (With proper=
 oil and fuel pick ups of course).=0A=0ALynn E. Hanover=A0
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<html><head><style type=3D"text/css"><!-- DIV {margin:0px;} --></style></he=
ad><body><div style=3D"font-family:arial, helvetica, sans-serif;font-size:1=
2pt"><DIV></DIV>=0A<DIV>Lynn,</DIV>=0A<DIV>&nbsp;&nbsp; Correct me if I am =
wrong but turbocharging a periferal port Rotary engine&nbsp;would then&nbsp=
;be like</DIV>=0A<DIV>turbocharging a piston engine with a extreme overlap =
camshaft.........Not a good idea ??........</DIV>=0A<DIV>&nbsp;</DIV>=0A<P>=
Kelly Troyer<BR><STRONG><FONT size=3D4>"DYKE DELTA JD2"</FONT> <FONT size=
=3D1>(Eventually)</FONT></STRONG></P>=0A<P>"13B ROTARY"_ Engine<BR>"RWS"_RD=
1C/EC2/EM2<BR>"MISTRAL"_Backplate/Oil Manifold</P>=0A<P>"TURBONETICS"_TO4E5=
0 Turbo</P>=0A<DIV><BR></DIV>=0A<DIV style=3D"FONT-FAMILY: arial, helvetica=
, sans-serif; FONT-SIZE: 12pt"><BR>=0A<DIV style=3D"FONT-FAMILY: times new =
roman, new york, times, serif; FONT-SIZE: 12pt"><FONT size=3D2 face=3DTahom=
a>=0A<HR SIZE=3D1>=0A<B><SPAN style=3D"FONT-WEIGHT: bold">From:</SPAN></B> =
"Lehanover@aol.com" &lt;Lehanover@aol.com&gt;<BR><B><SPAN style=3D"FONT-WEI=
GHT: bold">To:</SPAN></B> Rotary motors in aircraft &lt;flyrotary@lancairon=
line.net&gt;<BR><B><SPAN style=3D"FONT-WEIGHT: bold">Sent:</SPAN></B> Tue, =
November 2, 2010 3:29:45 PM<BR><B><SPAN style=3D"FONT-WEIGHT: bold">Subject=
:</SPAN></B> [FlyRotary] Re: Finite Amplitude Wave was Sausage Re: EM2 Numb=
ers<BR></FONT><BR><FONT id=3Drole_document color=3D#000000 size=3D2 face=3D=
Arial>=0A<DIV>=0A<DIV>In a message dated 10/31/2010 11:31:50 P.M. Eastern D=
aylight Time, eanderson@carolina.rr.com writes:</DIV>=0A<BLOCKQUOTE style=
=3D"BORDER-LEFT: blue 2px solid; PADDING-LEFT: 5px; MARGIN-LEFT: 5px"><FONT=
 style=3D"BACKGROUND-COLOR: transparent" color=3D#000000 size=3D2 face=3DAr=
ial>=0A<DIV><FONT face=3DArial>Thanks for the credit, Bill, but not certain=
 I used the "Sausage" ideal.&nbsp; Regardless,&nbsp; it is true we are deal=
ing with pulses of energy in the intake - so you could think of those as th=
e links in the string of a sausage.&nbsp;</FONT></DIV></FONT></BLOCKQUOTE><=
/DIV>=0A<DIV></DIV>=0A<DIV>The periphery port engine is more profoundly aff=
ected by its exhaust system than is the side port engine.</DIV>=0A<DIV>&nbs=
p;</DIV>=0A<DIV>In the side port, the port is actually closed off by the si=
des of the rotor. The overlap period is short. The Renesis actually has zer=
o overlap (Intake and exhaust open and connected). So thinking like a pisto=
n engine, with reflected waves and such works out fine.&nbsp;Not the case f=
or the periphery port engine.</DIV>=0A<DIV>&nbsp;</DIV>=0A<DIV>The peripher=
y port engine tunes more like a really high strung dirt bike.&nbsp;Where yo=
u might change mufflers (actually tuning devices) for different tracks or c=
onditions. There is a long overlap period. The intake and exhaust are free =
flowing and the connection is free of sharp angles. In a side port installa=
tion, you might get away with a poor car like exhaust system. On a peripher=
y port engine anything short of a free flowing header is going to cost plen=
ty of HP. Tuning if possible at all, will be difficult. Changes in intake l=
ength may make little difference. Until, the exhaust is up to code.&nbsp;</=
DIV>=0A<DIV>&nbsp;</DIV>=0A<DIV>You have two or 3 single rotor engines shar=
ing a muffler, and a crank.&nbsp;The conditions in the muffler must be kept=
 identical for each engine, lest one or the other be dragging in some RPM r=
ange. The easy way to do this is to collect the identical length headers be=
fore the muffler. There you are, identical conditions for each engine.</DIV=
>=0A<DIV>&nbsp;</DIV>=0A<DIV>Dyno it with the aircraft system installed, or=
, don't bother.</DIV>=0A<DIV>&nbsp;</DIV>=0A<DIV>The first time I got the h=
eaders right, the driver said the rear end was broken. Spinning only the le=
ft rear. He could see the smoke leaving tight corners. It was a Speedway Qu=
ick change with a spool. Nothing was broken. The right side was spinning as=
 well, he just couldn't see it. Feels greasy he said. </DIV>=0A<DIV>&nbsp;<=
/DIV>=0A<DIV>Request a Viking departure. (With proper oil and fuel pick ups=
 of course).</DIV>=0A<DIV>&nbsp;</DIV>=0A<DIV>Lynn E. Hanover&nbsp;</DIV></=
FONT></DIV></DIV></div></body></html>
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