X-Virus-Scanned: clean according to Sophos on Logan.com From: "Bobby J. Hughes" Received: from [66.219.56.245] (HELO mail.qnsi.net) by logan.com (CommuniGate Pro SMTP 6.1.2) with ESMTP id 7738990 for flyrotary@lancaironline.net; Sun, 07 Jun 2015 19:00:33 -0400 Received-SPF: pass receiver=logan.com; client-ip=66.219.56.245; envelope-from=bhughes@qnsi.net Received: from 10.0.0.5 ([10.0.0.5]) by qnsi-mail.qnsi.net ([10.0.0.5]) with Microsoft Exchange Server HTTP-DAV ; Sun, 7 Jun 2015 22:59:58 +0000 Content-Type: multipart/alternative; boundary="Apple-Mail-A06CEE15-6581-4222-8204-537BA899E7BC"; charset="iso-8859-1" Content-Transfer-Encoding: 7bit Subject: Re: [FlyRotary] Re: new operating question References: In-Reply-To: thread-topic: [FlyRotary] Re: new operating question thread-index: AdChda2VbRpmXu74R4iX9q8ieOE1/Q== Message-ID: <754A5CC8-1423-4CCB-86DB-772DB1A77CAF@qnsi.net> Date: Sun, 7 Jun 2015 17:59:57 -0500 To: "Rotary motors in aircraft" MIME-Version: 1.0 (1.0) --Apple-Mail-A06CEE15-6581-4222-8204-537BA899E7BC Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: quoted-printable Bill I don't think I'm seeing a HP increase with the water injection. I think the= water is displacing air so it may decrease HP. I don't have an inner cooler= so it's used to lower the intake temperature. I think it provides a greater= detonation margin. The single 100cc water injector lowers the temperature t= o 10-15F over ambient. Don't remember what it is without. =20 Bobby Sent from my iPad > On Jun 7, 2015, at 3:52 PM, Bill Bradburry w= rote: >=20 > Bobby, > =20 > When water turns to steam it expands more than gasoline when it burns. Do= you feel you get a power increase from the water injection greater than jus= t the cooling of the intake charge? Do you know what the temp of your intak= e charge is on a hot day at 38 inches? And how much the water injection coo= ls it? > =20 > Bill > =20 > From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]=20 > Sent: Sunday, June 07, 2015 10:25 AM > To: Rotary motors in aircraft > Subject: [FlyRotary] Re: new operating question > =20 > Rich,=20 > My normal, not in a hurry settings.=20 > =20 > 38" MP / 7000 rpm for takeoff and initial climb with F/A 12.5-12.0. Cruise= climb 5800 rpm 30-32" MP F/A 13.5- 12.5. Preferred cruise rpm 4800- 5200 At= less than 30" MP and F/A 15.8-16.0. Full throttle. Prop rpm controls engi= ne rpm and super charger bypass controls MP. A turbo charger and automotive w= aste gate would likely require throttle management during high rpm operation= s.=20 > =20 > Bobby Hughes=20 > Super charged Renesis with electric MT prop. > (New Turbo charger and a 20B on the bench- still haven't made a decision a= bout upgrading the RV10. ) > =20 >=20 >=20 > Sent from my iPad >=20 >> On Jun 7, 2015, at 9:34 AM, ARGOLDMAN wrote= : >> Greetings genlepeople of the rotary pursuasion, >> =20 >> For those of you using variable pitch (C/S) props, an operating question t= hat has been bugging me. Perhaps the collective wisdom of this group can set= my mind at rest. >> =20 >> In piston aircraft engines, the concept of running over squared MP vs RP= M has been heavily questioned to the extent that some suggest running at ful= l throttle all the time and controlling the power output via RPM (within rea= son). The thought is to, I believe, eliminate the induction restriction of t= he butterfly valve increasing the efficiency. >> =20 >> Now we have a rotor spinning, a gear box gearing and a propeller propelli= ng. Does this concept hold true for the rotaries. What are people doing in t= erms of setting power after take off (full throttle max RPM). >> =20 >> My enquiring and rotating mind wants to know.=20 >> =20 >> (Unturbocharged Renesis with RD1-c Box) >> =20 >> Thanks >> =20 >> Rich --Apple-Mail-A06CEE15-6581-4222-8204-537BA899E7BC Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: 7bit
Bill

I don't think I'm seeing a HP increase with the water injection. I think the water is displacing air so it may decrease HP. I don't have an inner cooler so it's used to lower the intake temperature. I think it provides a greater detonation margin. The single 100cc water injector lowers the temperature to 10-15F over ambient. Don't remember what it is without.  

Bobby

Sent from my iPad

On Jun 7, 2015, at 3:52 PM, Bill Bradburry <flyrotary@lancaironline.net> wrote:

Bobby,

 

When water turns to steam it expands more than gasoline when it burns.  Do you feel you get a power increase from the water injection greater than just the cooling of the intake charge?  Do you know what the temp of your intake charge is on a hot day at 38 inches?  And how much the water injection cools it?

 

Bill

 

From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
Sent: Sunday, June 07, 2015 10:25 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: new operating question

 

Rich, 

My normal, not in a hurry settings. 

 

38" MP / 7000 rpm for takeoff and initial climb with F/A 12.5-12.0. Cruise climb 5800 rpm 30-32" MP F/A 13.5- 12.5. Preferred cruise rpm 4800- 5200 At less than 30" MP and F/A 15.8-16.0.  Full throttle.  Prop rpm controls engine rpm and super charger bypass controls MP. A turbo charger and automotive waste gate would likely require throttle management during high rpm operations. 

 

Bobby Hughes 

Super charged Renesis with electric MT prop.

(New Turbo charger and a 20B on the bench- still haven't made a decision about upgrading the RV10. )

 



Sent from my iPad


On Jun 7, 2015, at 9:34 AM, ARGOLDMAN <flyrotary@lancaironline.net> wrote:

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)

 

Thanks

 

Rich

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