X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mx2.netapp.com ([216.240.18.37] verified) by logan.com (CommuniGate Pro SMTP 5.4.3) with ESMTPS id 5367137 for flyrotary@lancaironline.net; Fri, 27 Jan 2012 12:11:50 -0500 Received-SPF: softfail receiver=logan.com; client-ip=216.240.18.37; envelope-from=echristley@nc.rr.com X-IronPort-AV: E=Sophos;i="4.71,580,1320652800"; d="scan'208";a="620260382" Received: from smtp2.corp.netapp.com ([10.57.159.114]) by mx2-out.netapp.com with ESMTP; 27 Jan 2012 09:11:14 -0800 Received: from [10.62.16.167] (ernestc-laptop.hq.netapp.com [10.62.16.167]) by smtp2.corp.netapp.com (8.13.1/8.13.1/NTAP-1.6) with ESMTP id q0RHBDGs011214 for ; Fri, 27 Jan 2012 09:11:14 -0800 (PST) Message-ID: <4F22DA14.3060809@nc.rr.com> Date: Fri, 27 Jan 2012 12:08:36 -0500 From: Ernest Christley Reply-To: echristley@nc.rr.com User-Agent: Thunderbird 2.0.0.24 (X11/20100623) MIME-Version: 1.0 To: Rotary motors in aircraft Subject: Re: [FlyRotary] engine exhaust References: In-Reply-To: Content-Type: text/plain; charset=ISO-8859-1 Content-Transfer-Encoding: 7bit Mark McClure wrote: > > The 13b MSP is putting out exhaust temps of 1600F. So using the same principles in reverse, the remaining energy powers a compressor (turbo) and that air is then used to assist in the cooling. > > So the question is: What have I oversimplified? > > Mark > > There is so much about the rotary that is completely unexplored. An option that I'm investigating with my installation is to have a blower attached to the shaft between the engine and PSRU. The goals are: - to make more of the propeller efficient by removing the high pressure area from between it and the cowling - remove that high pressure area at the nose and - use it to increase manifold pressure - increase the manifold pressure - in a extremely simple and lightweight method. I've seen the videos of people making jets out of turbos. I've not run a single number, but it seems like it would be possible to duct the output of a really thick radiator to the input of a large turbo. The pressurized air would cool the turbo and get heated in return, then combined with the exhaust to produce thrust. I do seem to remember someone on this list doing an analysis and coming to the conclusion that a "rotary jet" was not viable, but if you're getting a list of drag reducing benefits, dealing with the exhaust (one of the worst pain points we've had to deal with), AND getting some measurable thrust ... you'll get listed as a hairy chested hero.