Another possible candidate for Rotax replacement
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Cloud Warrior
- Top Gun
- Posts: 558
- Joined: Sat May 28, 2005 9:49 am
- Location: Perth, Western Australia
Another possible candidate for Rotax replacement
Solowings Aquilla
32-4817
White Gum Farm, Western Australia
32-4817
White Gum Farm, Western Australia
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Cloud Warrior
- Top Gun
- Posts: 558
- Joined: Sat May 28, 2005 9:49 am
- Location: Perth, Western Australia
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Cloud Warrior
- Top Gun
- Posts: 558
- Joined: Sat May 28, 2005 9:49 am
- Location: Perth, Western Australia
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Barnstormer
- Woohoo 100 posts - flying high
- Posts: 107
- Joined: Mon Feb 19, 2007 5:21 pm
- Location: Polokwane
From Wikipedia
http://en.wikipedia.org/wiki/Wankel_engine
The first Wankel rotary-engine aircraft was the experimental Lockheed Q-Star civilian version of the United States Army's reconnaissance QT-2, basically a powered Schweizer sailplane, in 1968 or 1969. It was powered by a 185 hp (138 kW) Curtiss-Wright RC2-60 Wankel rotary engine.[19]
Aircraft Wankels have made something of a comeback in recent years. None of their advantages have been lost in comparison to other engines. They are increasingly being found in roles where their compact size and quiet operation is important, notably in drones, or UAVs. Many companies and hobbyists adapt Mazda rotary engines (taken from automobiles) to aircraft use; others, including Wankel GmbH itself, manufacture Wankel rotary engines dedicated for the purpose.[20][21]
Wankel engines are also becoming increasingly popular in homebuilt experimental aircraft, due to a number of factors. Most are Mazda 12A and 13B automobile engines, converted to aviation use. This is a very cost-effective alternative to certified aircraft engines, providing engines ranging from 100 to 300 horsepower at a fraction of the cost of traditional engines. These conversions first took place in the early 1970s. With a number of these engines mounted on aircraft, as of 10 December 2006 the National Transportation Safety Board has only seven reports of incidents involving aircraft with Mazda engines,[citation needed] and none of these is of a failure due to design or manufacturing flaws. During the same period they have issued several thousand reports of broken crankshafts and connecting rods, failed pistons and incidents caused by other components which are not found in the Wankel engines. Rotary engine enthusiasts derisively refer to piston aircraft engines as "reciprosaurs," and point out that their designs have remained essentially unchanged since the 1930s, with only minor differences in manufacturing processes and variation in engine displacement.
Peter Garrison, Contributing Editor for FLYING Magazine, has said that "the most promising engine for aviation use is the Mazda rotary." Mazdas have indeed worked well when converted for use in homebuilt aircraft. However, the real challenge in aviation is producing FAA-certified alternatives to the standard reciprocating engines that power most small general aviation aircraft. Mistral Engines, based in Switzerland, is busy certifying its purpose-built rotaries for factory and retro-fit installations on certified production aircraft. With the G-190 and G-230-TS rotary engines already flying in the experimental market, Mistral Engines hopes for FAA and JAA certification in 2007 or early 2008. Mistral claims to have overcome the challenges of fuel consumption inherent in the rotary, at least to the extent that the engines are demonstrating specific fuel consumption within a few points of reciprocating engines of similar displacement. While fuel burn is still marginally higher than traditional engines, it is outweighed by other beneficial factors.[22][23]
Since Wankel engines operate at a relatively high rotational speed with relatively low torque, propeller aircraft must use a Propeller Speed Reduction Unit (PSRU) to keep conventional propellers within the proper speed range. There are many experimental aircraft flying with this arrangement.
http://en.wikipedia.org/wiki/Wankel_engine
The first Wankel rotary-engine aircraft was the experimental Lockheed Q-Star civilian version of the United States Army's reconnaissance QT-2, basically a powered Schweizer sailplane, in 1968 or 1969. It was powered by a 185 hp (138 kW) Curtiss-Wright RC2-60 Wankel rotary engine.[19]
Aircraft Wankels have made something of a comeback in recent years. None of their advantages have been lost in comparison to other engines. They are increasingly being found in roles where their compact size and quiet operation is important, notably in drones, or UAVs. Many companies and hobbyists adapt Mazda rotary engines (taken from automobiles) to aircraft use; others, including Wankel GmbH itself, manufacture Wankel rotary engines dedicated for the purpose.[20][21]
Wankel engines are also becoming increasingly popular in homebuilt experimental aircraft, due to a number of factors. Most are Mazda 12A and 13B automobile engines, converted to aviation use. This is a very cost-effective alternative to certified aircraft engines, providing engines ranging from 100 to 300 horsepower at a fraction of the cost of traditional engines. These conversions first took place in the early 1970s. With a number of these engines mounted on aircraft, as of 10 December 2006 the National Transportation Safety Board has only seven reports of incidents involving aircraft with Mazda engines,[citation needed] and none of these is of a failure due to design or manufacturing flaws. During the same period they have issued several thousand reports of broken crankshafts and connecting rods, failed pistons and incidents caused by other components which are not found in the Wankel engines. Rotary engine enthusiasts derisively refer to piston aircraft engines as "reciprosaurs," and point out that their designs have remained essentially unchanged since the 1930s, with only minor differences in manufacturing processes and variation in engine displacement.
Peter Garrison, Contributing Editor for FLYING Magazine, has said that "the most promising engine for aviation use is the Mazda rotary." Mazdas have indeed worked well when converted for use in homebuilt aircraft. However, the real challenge in aviation is producing FAA-certified alternatives to the standard reciprocating engines that power most small general aviation aircraft. Mistral Engines, based in Switzerland, is busy certifying its purpose-built rotaries for factory and retro-fit installations on certified production aircraft. With the G-190 and G-230-TS rotary engines already flying in the experimental market, Mistral Engines hopes for FAA and JAA certification in 2007 or early 2008. Mistral claims to have overcome the challenges of fuel consumption inherent in the rotary, at least to the extent that the engines are demonstrating specific fuel consumption within a few points of reciprocating engines of similar displacement. While fuel burn is still marginally higher than traditional engines, it is outweighed by other beneficial factors.[22][23]
Since Wankel engines operate at a relatively high rotational speed with relatively low torque, propeller aircraft must use a Propeller Speed Reduction Unit (PSRU) to keep conventional propellers within the proper speed range. There are many experimental aircraft flying with this arrangement.
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James Bentley
- Almost a pilot
- Posts: 165
- Joined: Tue Apr 24, 2007 8:36 am
- Location: Hilton, KZN
Does anybody remember the CSIR Hummingbird observation aircraft project of the 1990's ? This aircraft was fitted with a Norton Wankel engine with a claimed 100hp, the development was done in collaboration with Cosworth Engineering and was deemed to be the engine of the future for aircraft. Sadly not to be!! It wore out far too quickly and proved to be terribly unreliable.
The Hummingbird did actually fly under the power of the engine but not much out of ground effect, it screamed its guts out in a very low circuit not able to get above 50feet. A Lycoming 0320 replaced this powerplant and I am told the performance was slightly improved!!
What happened to the only prototype, does it lie in a dusty corner with all the other experimental aircraft?
The other aircraft under development at this time was the all composite trainer proposed as the replacement for the Harvard, the Pilatus Astra finally was accepted.
Where are the remains of the first flying example, it crash landed at ORTIA after suffering partial separation of the elevator during VNE testing.
There were some interesting projects during that time with some equally interesting powerplants, names like Briggs and Stratton, Westbend, McCollough and Porshe come to mind.
The Hummingbird did actually fly under the power of the engine but not much out of ground effect, it screamed its guts out in a very low circuit not able to get above 50feet. A Lycoming 0320 replaced this powerplant and I am told the performance was slightly improved!!
What happened to the only prototype, does it lie in a dusty corner with all the other experimental aircraft?
The other aircraft under development at this time was the all composite trainer proposed as the replacement for the Harvard, the Pilatus Astra finally was accepted.
Where are the remains of the first flying example, it crash landed at ORTIA after suffering partial separation of the elevator during VNE testing.
There were some interesting projects during that time with some equally interesting powerplants, names like Briggs and Stratton, Westbend, McCollough and Porshe come to mind.
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Andre
- Got my wings at last
- Posts: 227
- Joined: Wed Jun 01, 2005 11:47 am
- Location: Crosswinds - Randpark Ridge
The all composite trainer was known as ACE was developed and built by the then Atlas (local designers, I know I was one of them) This was a great little aerie and out performed the pilatus ten love but sadly POLITICS and funny money put a stop to that project. Bob Massin was at the controls when it had it's mishap at ORTIA. As far as I know there is still a fuse standing in a hanger at Denel together with another aerie/ project that was called the canarie
Working is for the birds
Airborn Edge 582
ZU-CND
Airborn Edge 582
ZU-CND
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James Bentley
- Almost a pilot
- Posts: 165
- Joined: Tue Apr 24, 2007 8:36 am
- Location: Hilton, KZN
The ACE was a terrific aircraft and as you quite correctly have stated politics and other issues intervened. As I am aware, there were two fuselages built, the flying prototype and another development unit for further testing. My interest at the time was the composites system that was used for both the ACE and Hummingbird.
I still use the resin and glass combination today on some of the parts I produce for my own use and some of the projects that I have been involved with over the years. Congratulations on being part of that very special team, South Africa has some amazingly talented designers and some world leading innovations have been seen emerging from the corridors of DENEL, Kentron, CSIR and others.
James
X-Air
Zodiac 601 HD
I still use the resin and glass combination today on some of the parts I produce for my own use and some of the projects that I have been involved with over the years. Congratulations on being part of that very special team, South Africa has some amazingly talented designers and some world leading innovations have been seen emerging from the corridors of DENEL, Kentron, CSIR and others.
James
X-Air
Zodiac 601 HD
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James Bentley
- Almost a pilot
- Posts: 165
- Joined: Tue Apr 24, 2007 8:36 am
- Location: Hilton, KZN
Ian, not much progress I am afraid.
Worked on the landing gear over the Chrismas break, electrical and engine controls. Work commitments have stopped progress so far this year!!
Expectations by our local EAA chapter members is high for completion soon, 90% done 90% still to go, so it is some way off. Sorry to dissapoint them!!
As you know there is a considerable amount of development when fitting another type engine in my case the Jabiru 85hp, the firewall forward kit supplied from the States was not great. There is insufficient space for the oil cooler in the front of the cowl and the oil pump housing is also hard up against it, I have remodeled the shape to provide the necessary clearance. The mould is made and now need to laminate and splice this section in. We have accumulated a lot of useful knowledge about keeping the Jab engines operating at the recommended temperatures over the years and this is all being applied to the shape of the ram-air ducts as well.
There is another 601HD tail dragger being built in our area and the plan is also to fit the same Jabiru engine, the time taken to develop all of these changes will provide the bits required to hopefully make it a successful combination as well. Have also promised parts to Rudi if he decides to go the Jabiru route as well.
Will keep you posted.
Cheers
James
X-Air
Zodiac 601HD
Worked on the landing gear over the Chrismas break, electrical and engine controls. Work commitments have stopped progress so far this year!!
Expectations by our local EAA chapter members is high for completion soon, 90% done 90% still to go, so it is some way off. Sorry to dissapoint them!!
As you know there is a considerable amount of development when fitting another type engine in my case the Jabiru 85hp, the firewall forward kit supplied from the States was not great. There is insufficient space for the oil cooler in the front of the cowl and the oil pump housing is also hard up against it, I have remodeled the shape to provide the necessary clearance. The mould is made and now need to laminate and splice this section in. We have accumulated a lot of useful knowledge about keeping the Jab engines operating at the recommended temperatures over the years and this is all being applied to the shape of the ram-air ducts as well.
There is another 601HD tail dragger being built in our area and the plan is also to fit the same Jabiru engine, the time taken to develop all of these changes will provide the bits required to hopefully make it a successful combination as well. Have also promised parts to Rudi if he decides to go the Jabiru route as well.
Will keep you posted.
Cheers
James
X-Air
Zodiac 601HD
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Rudix
- The Boss
- Posts: 1653
- Joined: Sun May 07, 2006 8:04 pm
- Location: Pretoria - Rhino Park
- Contact:
Hi James, hope you are well !James Bentley wrote:Ian, not much progress I am afraid.
Worked on the landing gear over the Chrismas break, electrical and engine controls. Work commitments have stopped progress so far this year!!
Expectations by our local EAA chapter members is high for completion soon, 90% done 90% still to go, so it is some way off. Sorry to dissapoint them!!
As you know there is a considerable amount of development when fitting another type engine in my case the Jabiru 85hp, the firewall forward kit supplied from the States was not great. There is insufficient space for the oil cooler in the front of the cowl and the oil pump housing is also hard up against it, I have remodeled the shape to provide the necessary clearance. The mould is made and now need to laminate and splice this section in. We have accumulated a lot of useful knowledge about keeping the Jab engines operating at the recommended temperatures over the years and this is all being applied to the shape of the ram-air ducts as well.
There is another 601HD tail dragger being built in our area and the plan is also to fit the same Jabiru engine, the time taken to develop all of these changes will provide the bits required to hopefully make it a successful combination as well. Have also promised parts to Rudi if he decides to go the Jabiru route as well.
Will keep you posted.
Cheers
James
X-Air
Zodiac 601HD
Sounds like your project is progressing slowly but surely !
I have now finished the construction, I am busy with the instrument panel, wing tanks and upholstery. I also need to start on the engine side soon.
Thanks, I will take you up on you offer
I have been flying the Shadow with the Jabiru a lot lately and I have fallen in love with the engine (again) ! What a great sounding, smooth and economical option.
I will be contacting you one of these days, was hoping to fly down in your direction over Easter but the WX has been real crappy lately. Will come and have a look at your baby one of these days.
Keep well,
Kind regards,
Rudi
PS, thanks for the help in transporting the radio and putting the wings on the Shadow
"Never be afraid to try something new. Remember that a lone amateur built the Ark. A large group of professionals built the Titanic."
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