Peter,
The Austro boat anchor installation weighs about
90Kg. People who have had to maintain them (and
get paid for it) tell me it is a maintenance
nightmare when things start going wrong. Fine until then.
As for light aircraft: The rotary produces a lot
of power from a compact engine. There's no
getting around the Second law of Thermodynamics.
Lots of power = lots of waste heat out of a small
engine. Requires liquid cooling (actually liquid
heat exchange before dump to ambient).
Liquid cooling = "radiator" (it isn't but that's
what it is called, it actually works by
conduction and convection), cooling liquid, pumps
and hoses. Note we have introduced some potential
failure points here as well as weight.
Power is developed at high RPM. Requires
reduction drive to drive propeller. Extra weight and failure points.
There's a reason why the direct drive, air cooled
Lycomings and Continentals are still around after
nearly 80 years. Put fuel injection and
electronic ignition on them and the only drawback
is relatively high oil consumption which is also a problem of the rotary.
Mike
At 06:18 PM 20/04/2015, you wrote:
Rotary Engines seem to offer a lot for light
aircraft. Why has it taken so long for them to find this niche application?
On Mon, Apr 20, 2015 at 4:40 PM, Tom & Jane
Gilbert
<<mailto:[email protected]>[email protected]> wrote:
Hi John,
I look forward to my magazine as always but...
The ASK 21mi uses the Austro rotary engine... Not the Solo 2-stroke.
Regards,
Tom
Sent from my iPad
> On 20 Apr 2015, at 1:24 am, John Roake
<<mailto:[email protected]>[email protected]> wrote:
>
> GLIDING INTERNATIONAL
>
> ISSUE MAY 2015
>
>
>
> Expect your copy of the magazine in your mail box next week. This issue has
> a wide range of exceptional stories and photographs including :
>
> Â Finally, Schempp-Hirth has announced their answer to tthe 18 metre
> sailplane debate. Unveiled at ¹Aero 2015¹
at Friedrichshafen, the Ventus
> III is something truly to behold and if it flies as well as it looks, the
> opposition has something to be wary of. We are the first to produce photos
> of the Ventus III with an accompanying press release from manufacturers.
>
> Â An official report on the German
expedition to Everestt and beyond headed
> by Klaus Ohlmann. Some exceptional photographs. Not the every day gliding
> scene. What they did was quite frightening.
>
> Â The co-pilot of Germanwings flight 9525
had a long asssociation with the
> Westerwald Gliding Club in Germany. A review of his past gliding history
> and a number of facts on Andreas Lubitz not previously made public.
>
>  Have you heard of the GloW sailplane. A
factory has been sent up in the
> United Kingdom to produce this sailplane with an entirely new self launch
> feature - there is nothing like it! They are guaranteeing to be the least
> expensive new sailplane on today¹s
market. The first production models will
> appear in September. Full coverage of the history and future (with photos
> and graphics) on this project.
>
> Â Englishman Mike Till is an inspirational
gliding instrructor who follows
> the sun instructing at Omarama in the English
winter and in England¹s London
> Gliding Club at Dunstable in the New Zealand winter. With 12,000 hours in
> sailplanes and almost the same in
tow-aircraft, this gentleman¹ has had an
> amazing career that will keep readers
enthralled with his history. A report
> from Rod Dew, famous pilot and writer on gliding affairs.
>
> Â Aldo Cernezzi, our in house, sailplane evaluator, fliees and reports on
> the Stemme S6. If motor gliding interests
you, you will enjoy Aldo¹s always
> frank report.
>
> Â Steve Noys comes across a pre-war
designed two seater trainer used by the
> U.S. Airforce in 1942. He takes on the mammoth task of restoring it to
> flying status. Well illustrated!
>
> Â A major break through in radio technology. The Pizzicaato Project uses
> less than 10% of current production parts in producing a communication
> transceiver. Expect transceiver products to
dramatically become cheaper in
> the near future. Cambridge Consultants (England) are confident they have
> discovered major new circuitry for our every day radio products.
>
> Â A review of the Round the World Courtesy
of the e Sun¹ project. Until now
> few have appreciated the size of this powered glider. Detailed graphics.
>
> Â To our pilots who always carry a camera
with them, youu will be extremely
> interested in the new stick on camera to any surface¹ activated by a cell
> phone. This is a new product for those who love taking selfies.¹  Cost
> $79.
>
>   We devote a page to the U.S, Pilots Bill of Righht Part II. The
> ramifications of this project will have
world-wide effects for every soaring
> pilot.
>
>  The Wright Brother were not first. Heard of Caylley? Well he was a
> hundred years ahead of the Wright boys and he
proved it. Recent discovery of
> Cayley graphics of 1792 will have you thinking. A remarkable story for
> gliding historians and others with just a mere interest in the sport.
>
> Â At last we can let subscribers know about the program under way at the
> University of Texas in Dallas. Learning about the whereabouts of active
> thermals whilst flying is now a possibility. A big funded research program
> is under way. See this current issue.
>
> Â The U.S. FAA have finally released the rules that willl apply to the
> aerial use of drones. A must read for active soaring pilots.
>
> Â The Australian Airforce have applied flight restrictioons on the ASK21
> Mis.
> There needs to be a fix for the self launch Solo motor.
>
> Â Major accidents world wide since our last
issue: no saailplanes involved
> in mid airs but two bail outs. All detailed in this issue.
>
> Plus 35 other stories that will educate and inform.
>
> We hope you will join us.
> JOHN ROAKE
> EDITOR.
>
> NEW (or RENEWING) SUBSCRIBERS CAN EASILY EFFECT A SUBSCRIPTION BY GOING TO
> OUR WEB PAGE Â
<http://www.glidinginternational.com>www.glidinginternational.com
>
>
>
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