REFLECTOR:Rotary 20B dyno Test
J.P. Brooks
reflector@tvbf.org
Sat, 10 May 2003 23:10:58 -0700
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Most kind of you to say Ronnie,
It has been a long road indeed. Doug, Diane, and team are the ones who did
the heavy lifting. It is a privilege just to stand in their shadow.
Sometimes we ask ourselves,... "why have we even started this
thing?". Then we remember:
"you
miss 100% of the shots you don't take"
Wayne
Gretzsky, hockey great
Win or loose, you can't say we didn't raise the bar.
Thanks for your kind thoughts and certainly any prayers sent our way. We
have more work ahead.
JP
At 06:28 PM 5/10/2003 -0400, you wrote:
>And congratulations to you too, JP!!!
>
>A long road with light at the end - I know you are tickled with your new
>plane and diesel.
>
>Ronnie Brown
>173 Elite RG - Lycasaurus - 34 hours!
>
>
>----- Original Message -----
>From: <mailto:jp@cwebs.com>J.P. Brooks
>To: <mailto:reflector@tvbf.org>reflector@tvbf.org
>Sent: Saturday, May 10, 2003 5:18 PM
>Subject: Re: REFLECTOR:Rotary 20B dyno Test
>
>Great news!
>Best of luck.... seriously.
>JP Brooks
>DeltaHawk, Inc.
>
>
>At 01:32 PM 5/9/2003 -0600, you wrote:
>>Rock on, rotory guy. Very impressive results, and I'm envious of how
>>silky smooth it's going to be when you get airborne.
>>
>>Dennis Martin
>>Elite FG Chevy V-6
>>
>>>
>>>I've completed dynamometer testing of my 3-rotor rotary
>>>engine. Overall; I'm very pleased. Great performance from a normally
>>>aspirated engine where the all-up installation weighs maybe 45 lbs more
>>>than a 200 hp Lyc. It should give me about 270 HP at my max operating
>>>point of 2900 prop speed. The following is a post to the rotary engine
>>>list (including a response from a rotary Guru), and a plot of sea level
>>>torque and HP. More info will eventually be available on my website.
>>>
>>>Al Gietzen
>>>
>>>POWER AND TORQUE
>>> >
>>> > Wide open throttle power and torque curves were run after adjusting
>>> > the mixture correction table and the timing. Mixture setting was
>>> > approximately for maximum power. Data was initially gathered up to
>>> > about 6000 RPM, but looking at the data showed that the torque curve
>>> > was still flat, and hp increasing, so subsequent runs were made to
>>> > 7000 RPM. Still no break in the hp curve. Given that the 2.17 redrive
>>> > ratio limits engine RPM to about 6300 (Prop @ 2900), there was no
>>> > point in pushing things further.
>>> >
>>> > The torque curve is distinguished by it's flatness; varying only by 10
>>> > ft-lbs from 210 ft-lbs at 4000 rpm to a peak of 220 ft-lbs at 5000 -
>>> > nearly constant from 4800 to 6800. The 220 ft-lbs is not
>>> > extraordinary, and could be improved by 9.7 compression rotors vs the
>>> > stock 9.0 rotors that are in the engine. Mazda's data indicates about
>>> > a 4% increase in power with 9.7 vs 9.0 at 5000 rpm. It may also
>>> > improve some as the engine wears in - this is an engine with only a
>>> > couple of hours of running since overhaul.
>>>
>>>The 20B is going to make one hell of an aircraft engine.
>>>I can't wait to see one of these engines in an air race.
>>>The Lycoming weenies are going to wonder where the severe head wind came
>>>from :) And this is only 87 HP per rotor at the benchmark RPM of 6000.
>>>
>>>Paul Lamar
>>>
>>>
>>>
>>>Attachment converted: Macintosh HD:power - torque1.gif (GIFf/ogle)
>>>(00022A41)
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<html>
Most kind of you to say Ronnie,<br>
It has been a long road indeed. Doug, Diane, and team are the ones
who did the heavy lifting. It is a privilege just to stand in their
shadow.<br>
Sometimes we ask ourselves,... "why have we even started this
thing?". Then we remember:<br>
<x-tab> </x-tab><x-tab> </x-tab><x-tab> </x-tab><x-tab> </x-tab><x-tab> </x-tab><x-tab> </x-tab><x-tab> </x-tab><x-tab> </x-tab><x-tab> </x-tab><x-tab> </x-tab>"you
miss 100% of the shots you don't take"<br>
<x-tab> </x-tab><x-tab> </x-tab><x-tab> </x-tab><x-tab> </x-tab><x-tab> </x-tab><x-tab> </x-tab><x-tab> </x-tab><x-tab> </x-tab><x-tab> </x-tab><x-tab> </x-tab><x-tab> </x-tab><x-tab> </x-tab>Wayne
Gretzsky, hockey great<br>
Win or loose, you can't say we didn't raise the bar.<br>
Thanks for your kind thoughts and certainly any prayers sent our
way. We have more work ahead.<br>
JP<br><br>
<br><br>
At 06:28 PM 5/10/2003 -0400, you wrote:<br>
<blockquote type=cite class=cite cite><font size=2>And congratulations to
you too, JP!!!</font><br>
<br>
<font size=2>A long road with light at the end - I know you are tickled
with your new plane and diesel. </font><br>
<br>
<font size=2>Ronnie Brown</font><br>
<font size=2>173 Elite RG - Lycasaurus - 34 hours!</font><br>
<br>
<br>
----- Original Message ----- <br>
<b>From:</b> <a href="mailto:jp@cwebs.com">J.P. Brooks</a> <br>
<b>To:</b> <a href="mailto:reflector@tvbf.org">reflector@tvbf.org</a>
<br>
<b>Sent:</b> Saturday, May 10, 2003 5:18 PM<br>
<b>Subject:</b> Re: REFLECTOR:Rotary 20B dyno Test<br><br>
Great news!<br>
Best of luck.... seriously.<br>
JP Brooks<br>
DeltaHawk, Inc.<br><br>
<br>
At 01:32 PM 5/9/2003 -0600, you wrote:<br>
<blockquote type=cite class=cite cite>Rock on, rotory guy. Very impressive results, and I'm envious of how silky smooth it's going to be when you get airborne.<br><br>
Dennis Martin<br>
Elite FG Chevy V-6<br><br>
<blockquote type=cite class=cite cite><br>
<font size=2 color="#0000FF">I've completed dynamometer testing of my 3-rotor rotary engine. Overall; I'm very pleased. Great performance from a normally aspirated engine where the all-up installation weighs maybe 45 lbs more than a 200 hp Lyc. It should give me about 270 HP at my max operating point of 2900 prop speed. The following is a post to the rotary engine list (including a response from a rotary Guru), and a plot of sea level torque and HP. More info will eventually be available on my website.</font><br>
<font face="verdana" size=2 color="#0000FF"> </font><br>
<font face="verdana" size=2 color="#0000FF">Al Gietzen</font><br>
<font face="verdana" size=2 color="#0000FF"> </font><br>
<font size=2>POWER AND TORQUE</font><br>
<font size=2>></font><br>
<font size=2>> Wide open throttle power and torque curves were run after adjusting</font><br>
<font size=2>> the mixture correction table and the timing. Mixture setting was</font><br>
<font size=2>> approximately for maximum power. Data was initially gathered up to</font><br>
<font size=2>> about 6000 RPM, but looking at the data showed that the torque curve</font><br>
<font size=2>> was still flat, and hp increasing, so subsequent runs were made to</font><br>
<font size=2>> 7000 RPM. Still no break in the hp curve. Given that the 2.17 redrive</font><br>
<font size=2>> ratio limits engine RPM to about 6300 (Prop @ 2900), there was no</font><br>
<font size=2>> point in pushing things further.</font><br>
<font size=2>></font><br>
<font size=2>> The torque curve is distinguished by it's flatness; varying only by 10</font><br>
<font size=2>> ft-lbs from 210 ft-lbs at 4000 rpm to a peak of 220 ft-lbs at 5000 -</font><br>
<font size=2>> nearly constant from 4800 to 6800. The 220 ft-lbs is not</font><br>
<font size=2>> extraordinary, and could be improved by 9.7 compression rotors vs the</font><br>
<font size=2>> stock 9.0 rotors that are in the engine. Mazda's data indicates about</font><br>
<font size=2>> a 4% increase in power with 9.7 vs 9.0 at 5000 rpm. It may also</font><br>
<font size=2>> improve some as the engine wears in - this is an engine with only a</font><br>
<font size=2>> couple of hours of running since overhaul.</font><br>
<font size=2> </font><br>
<font size=2>The 20B is going to make one hell of an aircraft engine.</font><br>
<font size=2>I can't wait to see one of these engines in an air race.</font><br>
<font size=2>The Lycoming weenies are going to wonder where the severe head wind came from :) And this is only 87 HP per rotor at the benchmark RPM of 6000.</font><br>
<font size=2> </font><br>
<font size=2>Paul Lamar</font><br>
<font size=2> </font><br>
<font face="verdana" size=2 color="#0000FF"> </font><br><br>
Attachment converted: Macintosh HD:power - torque1.gif (GIFf/ogle) (00022A41)</blockquote></blockquote></blockquote></html>
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