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Mark,
Here is a dyno chart where a semi p-port (I
don’t know what that means) 20B is making about 190 hp at 5100 rpm.
Do you think that is about what your engine is doing based on your plane’s
performance vs ESs with IO-550s in them?
Bill
From: Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net]
Sent: Sunday, June 07, 2015 5:13
PM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: new
operating question
I've been running a constant speed M/T on my. 3-rotor for years now. I
typically adjust prop rpm for a max of 7k rpm for takeoff, WOT. Once a
climb has been established I bring the rpm down to around 6k for the remainder
of climb. For cruise, I leave throttle set to WOT, but set rpm via prop setting
to give 5100 rpm. For sightseeing flights, I'll back off the throttle to
give around 150 kts.
Greetings genlepeople of
the rotary pursuasion,
For those of you using variable pitch
(C/S) props, an operating question that has been bugging me. Perhaps the
collective wisdom of this group can set my mind at rest.
In piston aircraft engines, the concept
of running over squared MP vs RPM has been heavily questioned to the
extent that some suggest running at full throttle all the time and controlling
the power output via RPM (within reason). The thought is to, I believe,
eliminate the induction restriction of the butterfly valve increasing the efficiency.
Now we have a rotor spinning, a gear box
gearing and a propeller propelling. Does this concept hold true for the
rotaries. What are people doing in terms of setting power after take off (full
throttle max RPM).
My enquiring and rotating mind wants to
know.
(Unturbocharged Renesis with RD1-c Box)
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