X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from cdptpa-omtalb.mail.rr.com ([75.180.132.120] verified) by logan.com (CommuniGate Pro SMTP 6.0c1) with ESMTP id 5725595 for flyrotary@lancaironline.net; Thu, 23 Aug 2012 10:54:31 -0400 Received-SPF: pass receiver=logan.com; client-ip=75.180.132.120; envelope-from=eanderson@carolina.rr.com Return-Path: X-Authority-Analysis: v=2.0 cv=Dp/UCRD+ c=1 sm=0 a=g3L/TDsr+eNLfIieSKfGkw==:17 a=AHkS0RJitIMA:10 a=Plm9rI45u-YA:10 a=05ChyHeVI94A:10 a=2rVAm6FfT20A:10 a=ayC55rCoAAAA:8 a=KQ1Wv_bSAAAA:8 a=Ia-xEzejAAAA:8 a=arxwEM4EAAAA:8 a=r1ClD_H3AAAA:8 a=oCcaPWc0AAAA:8 a=-y7FHsZJhzN0eCapohoA:9 a=wPNLvfGTeEIA:10 a=iKhjpyunHcQA:10 a=AcSaDQtcpv8A:10 a=EzXvWhQp4_cA:10 a=YwvVx08irZ6lW64Z:21 a=DSKh-iuiRocVSUjB:21 a=yMhMjlubAAAA:8 a=E93lBu2AAAAA:8 a=uQfuJEw91TwqbMCkhrIA:9 a=gKO2Hq4RSVkA:10 a=UiCQ7L4-1S4A:10 a=_W_S_7VecoQA:10 a=frz4AuCg-hUA:10 a=QSmc0Ec9vTIA:10 a=hO30gm18fF0A:10 a=MpuOTR30KwMA:10 a=mvWFUSSifWkA:10 a=C1REVoR1p7wA:10 a=NWVoK91CQyQA:10 a=g3L/TDsr+eNLfIieSKfGkw==:117 X-Cloudmark-Score: 0 X-Originating-IP: 174.110.170.10 Received: from [174.110.170.10] ([174.110.170.10:50185] helo=EdPC) by cdptpa-oedge02.mail.rr.com (envelope-from ) (ecelerity 2.2.3.46 r()) with ESMTP id 1D/F6-13948-20446305; Thu, 23 Aug 2012 14:53:55 +0000 Message-ID: <6B364BF8AA414F4889C827671C9CC04F@EdPC> From: "Ed Anderson" To: "Rotary motors in aircraft" References: In-Reply-To: Subject: Re: [FlyRotary] Re: Rotary Spreadsheet Date: Thu, 23 Aug 2012 10:53:55 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_000F_01CD811D.97433050" X-Priority: 3 X-MSMail-Priority: Normal Importance: Normal X-Mailer: Microsoft Windows Live Mail 14.0.8117.416 X-MimeOLE: Produced By Microsoft MimeOLE V14.0.8117.416 This is a multi-part message in MIME format. ------=_NextPart_000_000F_01CD811D.97433050 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Thanks Gordon, Enjoy, hope you find it useful. Ed From: Gordon Alling=20 Sent: Thursday, August 23, 2012 10:35 AM To: Rotary motors in aircraft=20 Subject: [FlyRotary] Re: Rotary Spreadsheet Thanks Ed. This looks very cool and will be lots of fun to play with. =20 Gordon C. Alling, Jr., PE President acumen Engineering/Analysis, Inc. =20 540-786-2200 www.acumen-ea.com =20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On = Behalf Of Ed Anderson Sent: Thursday, August 23, 2012 10:08 AM To: Rotary motors in aircraft Subject: [FlyRotary] Rotary Spreadsheet =20 Ok, folks =20 Here is a spreadsheet I spent quite a bit of time building and = improving. The power section I feel very confident in, the cooling = section less so - just too many variables that vary considerably from = one installation to another. The engine on the other hand is the engine = and less variation between installations. =20 I do believe this can give you a useful tool for "what ifs" in planning = your installation and even better for inputting actual engine data and = getting estimates of what your power, fuel burn and heat rejection = requirements are. =20 =20 This is offered as an Educational tool, no warranty exists or is implied = {:>). The user accepts full responsibility for its use and = consequences. =20 The spreadsheet is divided into two basic components. The Power section = and the Cooling section. =20 Power Section: =20 Attached is a spreadsheet that can provide an approximation of your = engine's performance. In addition, it provides the HEAT in BTU that the = coolant and oil system must get rid of. You can change rpm, A/R ratio, = manifold pressure, OAT, number of rotors and gearbox ratio - any white = cell on the spreadsheet surrounded by bold blue boarders can be changed. = =20 =20 At one time the spreadsheet tried to take input data on your induction = system (such as throttle body size, length of duct work, size of = runners, etc) - however, that just turned out to be pretty useless as = every induction system varied so much and some of the calculations got = pretty esoteric {:>)=20 =20 I finally realized that manifold pressure accurately represented the = effectiveness of any induction system (regardless of how unique{:>)) = and most folks had a manifold pressure gauge, so that change to the = spreadsheet make it considerably more accurate and useful. You can even = input Turbo manifold pressure, but be sure to change the "TURBO" block = from NO to YES. =20 Cavet: =20 Remember this is NOT a simulator - in other words, the values are not = conditional on engine load, another variable which is just too hard to = try and quantify for each installation. So these calculations are based = primarily on fuel flow and engine rpm and assumption that the engine = can operate at the rpm you are interested in. In other words, you can = get this spreadsheet to show your are producing 450 HP at 9000 rpm, but = it ain't gonna happen in the real world with any meaningful prop load on = you engine. You can easily hit 9000 plus rpm without any engine load = and a few folks have done it - and have scattered parts of gear drive = and engine into garage walls, etc. =20 =20 Now if you are using the spreadsheet and inputting actual performance = data from your engine installation then the results are believe to be = within 5% for the power section. =20 =20 Concept: =20 Basically you select the number of rotors which will limit the maximum = airflow through the N/A engine. The volume of the rotors and manifold = pressure you input then determines the airflow through the engine for = each rpm. IF you then select the Air/Fuel Ratio, that tells the = spreadsheet what fuel flow must be provided to match the airflow to give = your selected A/R. This combination is then used to calculate the heat = content of the fuel burned (in BTU units), from that total energy, = allocations for mechanical power, coolant heat and oil heat and exhaust = are made. Various other parameters are derived from these basic = calculations and converted to common parameters such as Fuel Flow in = Gallons Per Hour, Heat rejection required in BTU, etc.=20 =20 Other parameters such as prop torque and rpm are again derived from = these calculations and your input of gear ratio, etc. =20 The spreadsheet is protected and no, I won't unprotect it. Years = previous, I did send out unprotected spreadsheets and well\-intended = folks changed some of the formulas and relationships which (in my = opinion invalidated the spreadsheet) and then distributed them with my = John Hancock still attached. =20 You can extend the rpm range by changing its starting point or by = changing the interval from 100 to something different. Likewise, you = can play with intake temperature and Air/Fuel ratio to see how much = effect those parameters have =20 Cooling Section: =20 There is also a cooling segment that never got to the point I had = intended. Its based on radiator surface area and airflow required to = get rid of the heat your engine is generating. The oil cooler is based = on the stock Mazda - so compare your oil cooler surface are to the stock = Mazda and adjust by that ratio. In other words, if you have a stock = Mazda you should enter "1" if your oil cooler surface are is 1.5 times = that of the stock then enter 1.5 For the radiator use the frontal area = of your radiators, in my case I have two GM cores each with a 9x10" = frontal area (not counting side tanks), so I input the surface area of = one and input 2 radiators of that size. You could just as easily taken = the 90 sq inch and multiplied by 2 =3D 180 and then input that and "1" = radiator. The main thing is to input the correct frontal area. = Clearly this section is based on assumptions about ducting effectiveness = and other system unique variables which are certainly different in each = installation and therefore this section is not considered as valid as = the power section - but, it does give a ball-park indication. =20 You need to input the airspeed and rpm that you want to check cooling = at. The spreadsheet will then check your power figures by selecting the = BTU figures at the rpm you entered in the cooling section - so the power = calculations portion of the spreadsheet must cover the operating = conditions (primarily rpm) of your engine. If you select an rpm in the = cooling section that was not generated in the Power section you will get = an "Invalid RPM" message. =20 The key factors in the power section are rpm, Air/Fuel Ratio, Manifold = pressure and Temperature. You can change the number of rotors 1,2 or 3 = and gearbox ratio. =20 No claim of accuracy is made - just a tool to assist you to get some = ball-park figures on your engine project. =20 Enjoy =20 Ed Edward L. Anderson Anderson Electronic Enterprises LLC 305 Reefton Road Weddington, NC 28104 http://www.andersonee.com http://www.eicommander.com No virus found in this message. Checked by AVG - www.avg.com Version: 2012.0.2197 / Virus Database: 2437/5219 - Release Date: = 08/23/12 ------=_NextPart_000_000F_01CD811D.97433050 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Thanks Gordon,
 
Enjoy, hope you find it useful.
 
Ed

Sent: Thursday, August 23, 2012 10:35 AM
Subject: [FlyRotary] Re: Rotary = Spreadsheet

Thanks=20 Ed.  This looks very cool = and will=20 be lots of fun to play with.

 

Gordon=20 C. Alling, Jr., PE

President

acumen=20 Engineering/Analysis,=20 Inc.

 

540-786-2200

www.acumen-ea.com=

 

From:=20 Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Ed = Anderson
Sent: Thursday, August 23, 2012 = 10:08=20 AM
To: Rotary motors = in=20 aircraft
Subject: = [FlyRotary]=20 Rotary Spreadsheet

 

Ok,=20 folks

 

Here=20 is a spreadsheet I spent quite a bit of time building and = improving.  The=20 power section I feel very confident in, the cooling section less so - = just too=20 many variables that vary considerably from one installation to = another. =20 The engine on the other hand is the engine and less variation between=20 installations.

 

I=20 do believe this can give you a useful tool for "what ifs" in planning = your=20 installation and even better for inputting actual engine data and = getting=20 estimates of what your power, fuel burn and heat rejection requirements=20 are. 

 

This=20 is offered as an Educational tool, no warranty exists or is implied=20 {:>).  The user accepts full responsibility for its use and=20 consequences.

 

The=20 spreadsheet is divided into two basic components.  The Power = section and=20 the Cooling section.

 

Power=20 Section:

 

Attached=20 is a spreadsheet that can provide an approximation of your engine's=20 performance.  In addition, it provides the HEAT in BTU that the = coolant and=20 oil system must get rid of.  You can change rpm, A/R ratio, = manifold=20 pressure, OAT, number of rotors and gearbox ratio - any white cell on = the=20 spreadsheet surrounded by bold blue boarders can be changed. =20

 

At=20 one time the spreadsheet tried to take input data on your induction = system (such=20 as throttle body size, length of duct work, size of runners, etc) =  -=20 however, that just turned out to be pretty useless as every induction = system=20 varied so much and some of the calculations got pretty esoteric=20 {:>) 

 

I=20 finally realized that manifold pressure accurately represented the = effectiveness=20 of any  induction system (regardless of how = unique{:>)) and=20 most folks had a manifold pressure gauge, so that change to the = spreadsheet make=20 it considerably more accurate and useful.  You can even input Turbo = manifold pressure, but be sure to change the "TURBO" block from NO to=20 YES.

 

Cavet:

 

Remember=20 this is = NOT a=20 simulator - in other words, the values are not conditional on engine = load,=20 another variable which is just too hard to try and quantify for each=20 installation.  So these calculations are based primarily = on  fuel=20 flow and engine rpm and assumption that the engine can operate at the = rpm you=20 are interested in.  In other words, you can get this spreadsheet to = show=20 your are producing 450 HP at 9000 rpm, but it ain't gonna happen in the = real=20 world with any meaningful prop load on you engine.  You can easily = hit 9000=20 plus  rpm without any engine load and a few folks have done it - = and have=20 scattered parts of gear drive and engine into garage walls,=20 etc.   

 

Now=20 if you are using the spreadsheet and inputting actual performance = data from=20 your engine installation then the results are believe to be within = 5% for=20 the power section. 

 

Concept:

 

Basically=20 you select the number of rotors which will limit the maximum = airflow=20 through the N/A engine.   The volume of the rotors and = manifold=20 pressure you input then determines the airflow through the engine for = each=20 rpm.   IF you then select the Air/Fuel Ratio,  that = tells=20 the spreadsheet what fuel flow must be provided to match the airflow to = give=20 your selected A/R.  This combination is then used to calculate the = heat=20 content of the fuel burned (in BTU units), from that total energy, = allocations=20 for mechanical power, coolant heat and oil heat and exhaust are = made. =20 Various other parameters are derived from these basic calculations and = converted=20 to common parameters such as Fuel Flow in Gallons Per Hour, Heat = rejection=20 required in BTU, etc.

 

Other=20 parameters such as prop torque and rpm are again derived from these = calculations=20 and your input of gear ratio, etc.

 

The=20 spreadsheet is protected and no, I won't unprotect it.  Years = previous, I=20 did send out unprotected spreadsheets and well\-intended folks changed = some of=20 the formulas and relationships which (in my opinion invalidated the = spreadsheet)=20 and then distributed them with my John Hancock still=20 attached.

 

You=20 can extend the rpm range by changing its starting point or by changing = the=20 interval from 100 to something different.  Likewise, you can play = with=20 intake temperature and Air/Fuel ratio to see how much effect those = parameters=20 have

 

Cooling=20 Section:

 

There=20 is also a cooling segment that never got to the point I had = intended.  Its=20 based on radiator surface area and airflow required to get rid of the = heat your=20 engine is generating. The oil cooler is based on the stock Mazda - = so=20 compare your oil cooler surface are to the stock Mazda and adjust = by that=20 ratio.  In other words, if you have a stock Mazda you should enter = "1" if=20 your oil cooler surface are is 1.5 times that of the stock then enter=20 1.5  For the radiator use the frontal area of your radiators, = in my=20 case I have two GM cores each with a 9x10" frontal area (not counting = side=20 tanks), so I input the surface area of one and input 2 radiators of that = size.  You could just as easily taken the 90 sq inch and multiplied = by 2 =3D=20 180 and then input that and "1" radiator.  The main thing is to = input the=20 correct frontal area.   Clearly this section is based on = assumptions=20 about ducting effectiveness and other system unique variables which are=20 certainly different in each installation and therefore this section is = not=20 considered as valid as the power section - but, it does give a ball-park = indication.

 

 You=20 need to input the airspeed and rpm that you want to check cooling = at.  The=20 spreadsheet will then check your power figures by selecting the BTU = figures at=20 the rpm you entered in the cooling section - so the power calculations = portion=20 of the spreadsheet must cover the operating conditions (primarily rpm) = of your=20 engine.  If you select an rpm in the cooling section that was not = generated=20 in the Power section you will get an "Invalid RPM" = message.

 

The=20 key factors in the power section are rpm, Air/Fuel Ratio, Manifold = pressure and=20 Temperature.  You can change the number of rotors 1,2 or 3 and = gearbox=20 ratio.

 

No=20 claim of accuracy is made - just a tool to assist you to get some = ball-park=20 figures on your engine project.

 

Enjoy

 

Ed

Edward=20 L. Anderson
Anderson Electronic Enterprises LLC
305 Reefton=20 Road
Weddington, NC 28104
http://www.andersonee.com
http://www.eicommander.com=

No virus found in this=20 message.
Checked by AVG - www.avg.com
Version: 2012.0.2197 / = Virus=20 Database: 2437/5219 - Release Date: 08/23/12

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