X-Virus-Scanned: clean according to Sophos on Logan.com From: "Charlie England" Received: from mail-qk0-f176.google.com ([209.85.220.176] verified) by logan.com (CommuniGate Pro SMTP 6.1.2) with ESMTPS id 7739043 for flyrotary@lancaironline.net; Sun, 07 Jun 2015 20:12:35 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.220.176; envelope-from=ceengland7@gmail.com Received: by qkoo18 with SMTP id o18so70374269qko.1 for ; Sun, 07 Jun 2015 17:12:00 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20120113; h=message-id:date:from:user-agent:mime-version:to:subject:references :in-reply-to:content-type; bh=oQuIykWTNAVk0TBXE66ZaGRzQm1mDFx1k1FKIOJRmBs=; b=lWnkt0lmEft6brfchXqohCm99eNCjtl0eUiKrG91TXCfDFbQ6MR4BAkOfCqMngsAuG Sttz/Ge4sdpj06ugSSxlMCVGOGazRSX+i6zJL2eZ176DH7Ma3Wd4S+gV5hjEPdK82O13 QT/qd6JJmPQ/FdnnXlda2OrdJMB9pfB5glYg28tnsNZuFHWhzZ29H906seEoPUTIcvoQ 8kkwJC8rjh5FDH/oUE7MQChfmRGgSx+kjxxtr8Xjp6KemA4le6YoJgVOCGDHo7uAVeJm NtqrJIkQcgFSLXndA98wZQNQG5zy8g59wylhtdjXjYhvNb8f4rdqO8DjbzuX6wBZajWr 7svg== X-Received: by 10.55.41.166 with SMTP id p38mr26356137qkp.93.1433722320791; Sun, 07 Jun 2015 17:12:00 -0700 (PDT) Return-Path: Received: from ?IPv6:2602:306:25fb:1d29:1139:23af:ed7c:22bc? ([2602:306:25fb:1d29:1139:23af:ed7c:22bc]) by mx.google.com with ESMTPSA id a72sm498398qgf.17.2015.06.07.17.11.59 for (version=TLSv1.2 cipher=ECDHE-RSA-AES128-GCM-SHA256 bits=128/128); Sun, 07 Jun 2015 17:12:00 -0700 (PDT) Message-ID: <5574DE3A.7080400@gmail.com> Date: Sun, 07 Jun 2015 19:13:46 -0500 User-Agent: Mozilla/5.0 (Windows NT 6.1; WOW64; rv:31.0) Gecko/20100101 Thunderbird/31.7.0 MIME-Version: 1.0 To: Rotary motors in aircraft Subject: Re: [FlyRotary] Re: new operating question References: In-Reply-To: Content-Type: multipart/alternative; boundary="------------050509070302030600020101" This is a multi-part message in MIME format. --------------050509070302030600020101 Content-Type: text/plain; charset=windows-1252; format=flowed Content-Transfer-Encoding: 7bit Hi Bill, I'm always hungry for 'numbers' like that. Can you refresh my memory on which plane you're flying? What's your fuel flow during takeoff? And I'm really interested in your fuel flow at your cruise setting of 6000 rpm full throttle up at 7500-8000 feet. Do you have an EGT in addition to your f/a gauge? If so, what's the egt spread between peak and leaned to your cruise setting of 16-1 f/a ratio (how many degrees lean of peak)? Having a controllable prop certainly makes it easier to get a full set of performance numbers, doesn't it? Many thanks, Charlie On 6/7/2015 2:59 PM, Bill Bradburry wrote: > > Rich, > > I am flying the NA Renesis with MT electric prop and wideband O2 sensor. > > Take off and initial climb is WOT with 7100 rpm, after about 500 ft > AGL, I dial the prop back to 6500 rpm, still WOT. Cruise climb is WOT > and 6000-6200 rpm, and cruise is WOT and 5200-5800 rpm. All climbs > are at 12.0-12.5 F/A mixture and cruise is 15.8-16.0 F/A mixture. > > I never move the throttle off of wide open until I am slowing to enter > the pattern for landing. Engine speed is controlled with the prop and > power to some extent with the mixture. > > I have hopes that after Bobby makes his decision as to whether to go > with the turbo or the 20B, he will give me the other one! :>) > > 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 > 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 >> --------------050509070302030600020101 Content-Type: text/html; charset=windows-1252 Content-Transfer-Encoding: 8bit
Hi Bill,

I'm always hungry for 'numbers' like that. Can you refresh my memory on which plane you're flying?

What's your fuel flow during takeoff?

And I'm really interested in your fuel flow at your cruise setting of 6000 rpm full throttle up at 7500-8000 feet. Do you have an EGT in addition to your f/a gauge? If so, what's the egt spread between peak and leaned to your cruise setting of 16-1 f/a ratio (how many degrees lean of peak)?

Having a controllable prop certainly makes it easier to get a full set of performance numbers, doesn't it?

Many thanks,

Charlie

On 6/7/2015 2:59 PM, Bill Bradburry wrote:

Rich,

I am flying the NA Renesis with MT electric prop and wideband O2 sensor.

 

Take off and initial climb is WOT with 7100 rpm, after about 500 ft AGL, I dial the prop back to 6500 rpm, still WOT.  Cruise climb is WOT and 6000-6200 rpm, and cruise is WOT and 5200-5800 rpm.  All climbs are at 12.0-12.5 F/A mixture and cruise is 15.8-16.0 F/A mixture.

 

I never move the throttle off of wide open until I am slowing to enter the pattern for landing.  Engine speed is controlled with the prop and power to some extent with the mixture.

 

I have hopes that after Bobby makes his decision as to whether to go with the turbo or the 20B, he will give me the other one!   :>)

 

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


--------------050509070302030600020101--