X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from cdptpa-omtalb.mail.rr.com ([75.180.132.123] verified) by logan.com (CommuniGate Pro SMTP 5.4c3j) with ESMTP id 4962704 for flyrotary@lancaironline.net; Sat, 30 Apr 2011 11:13:30 -0400 Received-SPF: pass receiver=logan.com; client-ip=75.180.132.123; envelope-from=eanderson@carolina.rr.com Return-Path: X-Authority-Analysis: v=1.1 cv=r4ol2mxtxc5xI8TLAKnXSH8gFvtbhYjZO2i67n9GxQQ= c=1 sm=0 a=vedlIgq_mEgA:10 a=rPkcCx1H5rrOSfN0dPC7kw==:17 a=Ia-xEzejAAAA:8 a=arxwEM4EAAAA:8 a=r1ClD_H3AAAA:8 a=fiXz4tB8q_ewg56hKVoA:9 a=xAz6boqmAATwHbfojZ4A:7 a=wPNLvfGTeEIA:10 a=EzXvWhQp4_cA:10 a=pedpZTtsAAAA:8 a=nH3UIwzRldTbaMGGrfUA:9 a=8iiazsr6q2dhVMu9FpEA:7 a=eJojReuL3h0A:10 a=rPkcCx1H5rrOSfN0dPC7kw==:117 X-Cloudmark-Score: 0 X-Originating-IP: 174.110.167.5 Received: from [174.110.167.5] ([174.110.167.5:63008] helo=EdPC) by cdptpa-oedge04.mail.rr.com (envelope-from ) (ecelerity 2.2.3.46 r()) with ESMTP id 35/55-16951-7F62CBD4; Sat, 30 Apr 2011 15:12:55 +0000 Message-ID: From: "Ed Anderson" To: "Rotary motors in aircraft" References: In-Reply-To: Subject: Re: [FlyRotary] Re: Intakes old and new Date: Sat, 30 Apr 2011 11:12:17 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0022_01CC0727.773C47E0" X-Priority: 3 X-MSMail-Priority: Normal Importance: Normal X-Mailer: Microsoft Windows Live Mail 14.0.8117.416 X-MimeOLE: Produced By Microsoft MimeOLE V14.0.8117.416 This is a multi-part message in MIME format. ------=_NextPart_000_0022_01CC0727.773C47E0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Bill, I normally fly with my throttle wide open to reduce pumping losses = as you surmise, but dial back on the mixture control to maintain the = airspeed/and/or RPM that I want. Yes, an adjustable prop would be nice, = but you make do with what you have {:>). When I fly quasi formation., I generally set my throttle position and = then fine tune my airspeed with the mixture control - gives me finer = control than the throttle does. Ed From: Bill Bradburry=20 Sent: Saturday, April 30, 2011 10:52 AM To: Rotary motors in aircraft=20 Subject: [FlyRotary] Re: Intakes old and new Ed, =20 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?? =20 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??? =20 What is your method? For that matter, what method do others use? =20 Bill B =20 -------------------------------------------------------------------------= ------- 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 =20 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. =20 =20 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. =20 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. =20 Ed Edward L. Anderson Anderson Electronic Enterprises LLC 305 Reefton Road Weddington, NC 28104 http://www.andersonee.com http://www.eicommander.com ------=_NextPart_000_0022_01CC0727.773C47E0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Bill, I normally fly with my throttle wide open = to reduce=20 pumping losses as you surmise, but dial back on the mixture control to = maintain=20 the airspeed/and/or RPM that I want.  Yes, an adjustable prop would = be=20 nice, but you make do with what you have {:>).
 
When I fly quasi formation., I generally set my = throttle=20 position and then fine tune my airspeed with the mixture control - gives = me=20 finer control than the throttle does.
 
 
Ed

From: Bill Bradburry
Sent: Saturday, April 30, 2011 10:52 AM
To: Rotary motors in = aircraft
Subject: [FlyRotary] Re: Intakes old and = new

Ed,

 

I have heard = you=20 mention that you seldom fly at max speed.  How do you do = this?  Do you=20 fly at WOT but high enough to lower the output and lean for economy, = thus=20 reducing the speed?  Do you reduce = throttle??

 

I have been = given to=20 understand that the throttle should be at WOT all the time to reduce = =93pumping=20 losses=94.  Engine power would then be affected by other means, = leaning,=20 altitude, prop speed if you can adjust = it???

 

What is your=20 method?  For that matter, what method do others=20 use?

 

Bill=20 B

 

From:=20 Rotary motors in aircraft=20 [mailto:flyrotary@lancaironline.net] On=20 Behalf Of Ed Anderson
Sent: Saturday, April 30, 2011 = 9:49=20 AM
To: = Rotary motors in aircraft
Subject: [FlyRotary] Intakes old = and=20 new

 

Here is the induction = system set up=20 I first flew with Phtos MVC-007F JPG).  4 injectors into a TWM dual = throat=20 Webber Throttle body (2" dia throats) into a two into four = manifold.  The=20 engine started easily and operated fine - with the exception it was low = on=20 power.  Top speed was 185 MPH TAS. =20

 

The apparently problem was = that=20 while this set up did well for the rotary racing crowd when theirengines = hit=20 9000 rpm - it sucked (but not very well) at the lower rpms like = 5000.  So I=20 swap it out for my current design using an 65mm dia mustang throttle = body and=20 smaller diameter runners and immedately picked up 10 MPH top airspeed = and 400=20 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=20 conditions may provide lousy results under different = circumstances.  The=20 other two photos show the intake that produced the best results for my=20 installation and which has now been on the aircraft for over 6 years, = top speed=20 achieved with this intake was 196 MPH TAS with the old 2.17:1 and 68x72=20 prop.  Same intake with the 2:85:1 and 74x88 prop topped out at 200 = MPH=20 TAS.

 

Ed

Edward L. = Anderson
Anderson = Electronic=20 Enterprises LLC
305 = Reefton=20 Road
Weddington, NC = 28104
http://www.andersonee.com
http://www.eicommander.com=

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