Ed,
I have heard you mention that you seldom
fly at max speed. How do you do this? Do you fly at WOT but high
enough to lower the output and lean for economy, thus reducing the speed?
Do you reduce throttle??
I have been given to understand that the
throttle should be at WOT all the time to reduce “pumping losses”.
Engine power would then be affected by other means, leaning, altitude, prop
speed if you can adjust it???
What is your method? For that
matter, what method do others use?
Bill B
From: Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On
Behalf Of Ed Anderson
Sent: Saturday, April 30, 2011
9:49 AM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Intakes old
and new
Here is the induction system set up I first flew with Phtos
MVC-007F JPG). 4 injectors into a TWM dual throat Webber Throttle body
(2" dia throats) into a two into four manifold. The engine started
easily and operated fine - with the exception it was low on power. Top
speed was 185 MPH TAS.
The apparently problem was that while this set up did well
for the rotary racing crowd when theirengines hit 9000 rpm - it sucked (but not
very well) at the lower rpms like 5000. So I swap it out for my current design
using an 65mm dia mustang throttle body and smaller diameter runners and
immedately picked up 10 MPH top airspeed and 400 ft/min improvement in Rate of
climb.
It was the beginning of my understanding that what works
well for one environment and set of operating conditions may provide lousy
results under different circumstances. The other two photos show the
intake that produced the best results for my installation and which has now
been on the aircraft for over 6 years, top speed achieved with this intake was
196 MPH TAS with the old 2.17:1 and 68x72 prop. Same intake with the
2:85:1 and 74x88 prop topped out at 200 MPH TAS.