Return-Path: Received: from mail.theofficenet.com ([65.166.240.5] verified) by logan.com (CommuniGate Pro SMTP 4.3c3) with SMTP id 856609 for flyrotary@lancaironline.net; Tue, 05 Apr 2005 22:32:47 -0400 Received-SPF: none receiver=logan.com; client-ip=65.166.240.5; envelope-from=jackoford@theofficenet.com Received: (qmail 25495 invoked from network); 6 Apr 2005 02:24:44 -0000 Received: from dpc691941229.direcpc.com (HELO toshibauser) (69.19.41.229) by mail.theofficenet.com with SMTP; 6 Apr 2005 02:24:44 -0000 Message-ID: <010801c53a50$cff1eb60$0700a8c0@toshibauser> From: "Jack Ford" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] New manifold on engine Date: Tue, 5 Apr 2005 19:31:53 -0700 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0105_01C53A16.1EF96700" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.2180 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 This is a multi-part message in MIME format. ------=_NextPart_000_0105_01C53A16.1EF96700 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Ed, 1650F is way way too hot for grilled steaks. Jack ----- Original Message -----=20 From: Ed Anderson=20 To: Rotary motors in aircraft=20 Sent: Tuesday, April 05, 2005 4:42 PM Subject: [FlyRotary] New manifold on engine Here are a couple of photos of the old and new manifold on the = aircraft. The new one has a much wider range of adjustment tube length = of from 6 1/2" of tubes to 11". The old one had a max of 9". However, = I can only use about 9 3/4" before I bump into the cowl with the air = inlet elbow. So I will reshape that to lower its profile and see If I = can't get at least 10". Went out around noon and fired it up with an OAT of 85F got 5800 rpm = static with the old manifold. Flew the old manifold and got 6400 rpm at = 2000 MSL and 6400 at 7000 msl. Landed and proceeded to take off old = manifold and put on new. Discovered I had failed to remove a boss on = the new one that interfered with the motor mount and had to take it home = and grind that off. Back out in the late afternoon and got the new one = installed. I tried several lengths of adjustment, but this was just a = quick and dirty and will need more testing to confirm. But for what its = worth these were the results Length Static Fuel Flow = Calculated HP based on fuel burn=20 6 1/2" 5800 14.5 GPH OAT 87F 164.77=20 9" 6000 15.25 GPH OAT 87F 173.29=20 10" 6100 16.50 GPH OAT 88F 187.50 As Al pointed out, that fuel burn may not quite as reliable a measure = of HP for the rotary as it may be for a piston engine The reason - you = can keep cranking up (enriching) the mixture once past a certain point = and the fuel burn rate will increase but you may not really be = converting all of that increase into power - it could simply be blown = through the chamber and burnt in the exhaust manifold. I know when I continuing enrichment, my EGTs come down after a = certain point of enrichment - that leads me to believe that excess fuel = in the exhaust actually results in lesser temps - cools the exhaust as = counterintuitive as that seems. If this supposition is correct, then by = monitoring your EGTs you may be able to detect when that "excess" point = is reach. The end result may be a better estimate based on your = observed fuel burn rate. =20 I should have recorded the EGTs, but didn't think of it at the time. = Was in a hurry to get home so as not to miss grilled steaks. Both were = up in their normal range around 1650F. In any case, at 6 lbs 3 0z this intake is lighter by 4 lbs than the = old one and I believe esthetically more pleasing to the eye. Couple of photos attached. Will report flight results later. Ed Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com -------------------------------------------------------------------------= ----- >> Homepage: http://www.flyrotary.com/ >> Archive: http://lancaironline.net/lists/flyrotary/List.html ------=_NextPart_000_0105_01C53A16.1EF96700 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Ed,
 
1650F is way way too hot for grilled=20 steaks.
 
Jack
----- Original Message -----
From:=20 Ed=20 Anderson
Sent: Tuesday, April 05, 2005 = 4:42=20 PM
Subject: [FlyRotary] New = manifold on=20 engine

Here are a couple of photos of the = old and new=20 manifold on the aircraft.  The new one has a much wider range of=20 adjustment tube length of from 6 1/2" of tubes to 11".  The old = one had a=20 max of 9".  However, I can only use about 9 3/4" before I bump = into the=20 cowl with the air inlet elbow.  So I will reshape that to lower = its=20 profile and see If I can't get at least 10".
 
 
Went out around noon and fired=20 it up with an OAT of 85F got 5800 rpm static with the old=20 manifold.  Flew the old manifold and got 6400 rpm at 2000 MSL and = 6400 at=20 7000 msl.  Landed and proceeded to take off old manifold and put = on=20 new.  Discovered I had failed to remove a boss on the new one = that=20 interfered with the motor mount and had to take it home and grind that = off.  Back out in the late afternoon and got the new one=20 installed.   I tried several lengths of adjustment, =  but this=20 was just a quick and dirty and will need more testing to = confirm.  But=20 for what its worth these were the results
 
Length    =    =20      Static         = Fuel=20 Flow           =20         Calculated HP based on fuel burn =
6 1/2"     =20     5800       =20     14.5 GPH    OAT=20 87F      164.77
9"    =    =20         6000   =20         15.25 GPH  OAT=20 87F       173.29
10"          &= nbsp;  =20 6100            = 16.50=20 GPH  OAT 88F       = 187.50
 
As Al pointed out, that fuel = burn may=20  not quite as reliable a measure of HP for the rotary as it may = be for a=20 piston engine  The reason -  you can keep cranking up=20 (enriching) the mixture once past a certain point and the fuel burn = rate will=20 increase but you may not really be converting all of that increase = into power=20 - it could simply be blown through the chamber and burnt in the = exhaust=20 manifold.
 
  I know when I continuing = enrichment, my=20 EGTs come down after a certain point of enrichment - that leads me to = believe=20 that excess fuel in the exhaust actually results in lesser temps - = cools the=20 exhaust as counterintuitive as that seems.  If this supposition = is=20 correct, then by monitoring your EGTs you may be able to detect when = that=20 "excess" point is reach.  The end result may be a better estimate = based=20 on your observed fuel burn rate. =20
 
I should have recorded the EGTs, but = didn't think=20 of it at the time.  Was in a hurry to get home so as not to = miss=20 grilled steaks.  Both were up in their normal range around=20 1650F.
 
In any case, at 6 lbs 3 0z this = intake is lighter=20 by 4 lbs than the old one and I believe esthetically more pleasing to = the=20 eye.
 
Couple of photos = attached.
 
Will report flight results = later.
 
Ed
 
 
Ed Anderson
Rv-6A N494BW Rotary=20 Powered
Matthews, NC
eanderson@carolina.rr.com

>>  Homepage: =20 http://www.flyrotary.com/
>>  Archive:  =20 = http://lancaironline.net/lists/flyrotary/List.html
------=_NextPart_000_0105_01C53A16.1EF96700--