X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 19 Feb 2008 16:56:53 -0500 Message-ID: X-Original-Return-Path: Received: from imo-d05.mx.aol.com ([205.188.157.37] verified) by logan.com (CommuniGate Pro SMTP 5.2.0) with ESMTP id 2735556 for lml@lancaironline.net; Mon, 18 Feb 2008 16:09:24 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.188.157.37; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-d05.mx.aol.com (mail_out_v38_r9.3.) id q.beb.26ec4bd8 (14501) for ; Mon, 18 Feb 2008 16:08:17 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: X-Original-Date: Mon, 18 Feb 2008 16:08:16 EST Subject: Re: [LML] Cold Induction, Power, and Speed X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1203368896" X-Mailer: Unknown sub 34 X-Spam-Flag: NO -------------------------------1203368896 Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en Fred, =20 One doesn't have to pay for the "horsepower" gains from ram air, but I agre= e=20 with everything else, except your question. =20 =20 Yes, if I were building today, the bottom of my cowl and airframe would loo= k=20 a lot different. Cooling drag reduction thru augmentation with a benefit =20 from a wee bit of thrust to boot, ahhhh. Not to mention the ear splitting =20 addition of the noise to scare those on the ground and in the air. =20 I knew nothing when I started building last century - Now I know just enoug= h=20 to get myself into trouble. =20 =20 No, I am through experimenting with my flying lawn dart and its beautiful =20 cosmetics. Augmentation would require exhaust pipe and cowl modifications =20= at=20 the very least. Then I would entrap myself with a cold induction system. =20 Arrrrggghh, it never ends. =20 We are all waiting for your computation-justifying flights. Alas, you are =20 not done just yet. =20 Scott =20 =20 In a message dated 2/18/2008 1:47:04 P.M. Central Standard Time, =20 fredmoreno@optusnet.com.au writes: =E2=80=9CThere is a free lunch - or at least a cheap one.=E2=80=9D=20 Right you are, Scotty! I merely was pointing out that one has to pay for=20 more horsepower, or work for drag reductions. =20 However=E2=80=A6..=20 There may be another nearly free lunch. Exhaust thrust. =20 I have a WWII NACA tech paper discussing the theoretical and experimental=20 work done to determine the potential thrust from the exhaust of aspirated=20 piston engines. The faster you go, the more effective it can be. So after= =20 evaluating all the cooling drag reduction work I have done, I plan to work=20= on this=20 area next. =20 First I will have to wade through all the equations and data and attempt to= =20 understand and interpret it with my ever-shrinking neuronal capacity. That=20= is=20 a project for the latter half of the year. Trading more back pressure (and=20 presumably some power loss) for thrust improvement (via exhaust nozzles) is= an=20 interesting trade-off. =20 It is not a simple one.=20 =E2=80=9CCombining power gains with drag reductions [and perhaps some augm= entation=20 of exhaust thrust] results in significantly greater performance.=E2=80=9D=20 Want to try some experiments? **************Ideas to please picky eaters. Watch video on AOL Living. =20 (http://living.aol.com/video/how-to-please-your-picky-eater/rachel-campos-du= ffy/ 2050827?NCID=3Daolcmp00300000002598) -------------------------------1203368896 Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en
Fred,
 
One doesn't have to pay for the "horsepower" gains from ram air, b= ut I=20 agree with everything else, except your question. 
 
Yes, if I were building today, the bottom of my cowl and airframe would= =20 look a lot different. Cooling drag reduction thru augmentation with a benefi= t=20 from a wee bit of thrust to boot, ahhhh.  Not to mention the ear splitt= ing=20 addition of the noise to scare those on the ground and in the air.
 
I knew nothing when I started building last century - Now I know j= ust=20 enough to get myself into trouble. 
 
No, I am through experimenting with my flying lawn dart and its beautif= ul=20 cosmetics.  Augmentation would require exhaust pipe and cowl modificati= ons=20 at the very least.  Then I would entrap myself with a cold induction=20 system.  Arrrrggghh, it never ends.
 
We are all waiting for your computation-justifying flights. Alas, you a= re=20 not done just yet.
 
Scott
 
In a message dated 2/18/2008 1:47:04 P.M. Central Standard Time,=20 fredmoreno@optusnet.com.au writes:
<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>

=E2=80=9CThere=20 is a free lunch - or at least a cheap one.=E2=80=9D

Right you are,= =20 Scotty!  I merely was pointing out that one has to pay for mor= e=20 horsepower, or work for drag reductions.

However=E2=80= =A6..

There may be a= nother=20 nearly free lunch.  Exhaust thrust. 

I have a WWII=20= NACA=20 tech paper discussing the theoretical and experimental work done to determ= ine=20 the potential thrust from the exhaust of aspirated piston engines.  T= he=20 faster you go, the more effective it can be.  So after evaluating all= the=20 cooling drag reduction work I have done, I plan to work on this area next.= =20

First I will h= ave to=20 wade through all the equations and data and attempt to understand and=20 interpret it with my ever-shrinking neuronal capacity. That is a project f= or=20 the latter half of the year. Trading more back pressure (and presumably so= me=20 power loss) for thrust improvement (via exhaust nozzles) is an interesting= =20 trade-off.

 =20 It is not a si= mple=20 one.

=E2=80=9CCombi= ning power=20 gains with drag reductions [and perh= aps=20 some augmentation of exhaust thrust] results in=20 significantly greater performance.=E2=80=9D

Want to try so= me=20 experiments?



Delicious ideas to please the pickiest eaters. Watch the video on AOL Living.
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