Return-Path: Received: from [24.25.9.103] (HELO ms-smtp-04-eri0.southeast.rr.com) by logan.com (CommuniGate Pro SMTP 4.3c3) with ESMTP id 856663 for flyrotary@lancaironline.net; Tue, 05 Apr 2005 23:16:40 -0400 Received-SPF: pass receiver=logan.com; client-ip=24.25.9.103; envelope-from=eanderson@carolina.rr.com Received: from edward2 (cpe-024-074-185-127.carolina.res.rr.com [24.74.185.127]) by ms-smtp-04-eri0.southeast.rr.com (8.12.10/8.12.7) with SMTP id j363FoL5016797 for ; Tue, 5 Apr 2005 23:15:51 -0400 (EDT) Message-ID: <001701c53a56$f2766110$2402a8c0@edward2> From: "Ed Anderson" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: New manifold on engine Date: Tue, 5 Apr 2005 23:15:55 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0014_01C53A35.6B26CDB0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1106 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1106 X-Virus-Scanned: Symantec AntiVirus Scan Engine This is a multi-part message in MIME format. ------=_NextPart_000_0014_01C53A35.6B26CDB0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Jack, I'm certain your are right - that is probably why my wife insists = on grilling our steaks {:>) Ed ----- Original Message -----=20 From: Jack Ford=20 To: Rotary motors in aircraft=20 Sent: Tuesday, April 05, 2005 10:31 PM Subject: [FlyRotary] Re: New manifold on engine 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_0014_01C53A35.6B26CDB0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Jack, I'm certain your are right - that = is probably=20 why my wife insists on grilling our steaks {:>)
 
Ed
----- Original Message -----
From:=20 Jack Ford
Sent: Tuesday, April 05, 2005 = 10:31=20 PM
Subject: [FlyRotary] Re: New = manifold on=20 engine

Ed,
 
1650F is way way too hot for grilled=20 steaks.
 
Jack
----- Original Message -----
From:=20 Ed Anderson
To: Rotary motors in = aircraft=20
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=20 a max of 9".  However, I can only use about 9 3/4" before I = bump into=20 the 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=20 at 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=20 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=20
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=20 a piston engine  The reason -  you can keep cranking = up=20 (enriching) the mixture once past a certain point and the fuel burn = rate=20 will increase but you may not really be converting all of that = increase into=20 power - it could simply be blown through the chamber and burnt in = the=20 exhaust manifold.
 
  I know when I continuing = enrichment, my=20 EGTs come down after a certain point of enrichment - that leads me = to=20 believe that excess fuel in the exhaust actually results in lesser = temps -=20 cools the exhaust as counterintuitive as that seems.  If this=20 supposition is correct, then by monitoring your EGTs you may be able = to=20 detect when that "excess" point is reach.  The end result may = be a=20 better estimate based on your observed fuel burn rate. =20
 
I should have recorded the EGTs, = but didn't=20 think of it at the time.  Was in a hurry to get home so as = not to=20 miss grilled steaks.  Both were up in their normal range around = 1650F.
 
In any case, at 6 lbs 3 0z this = intake is=20 lighter by 4 lbs than the old one and I believe esthetically more = pleasing=20 to the 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
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