X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-bk0-f52.google.com ([209.85.214.52] verified) by logan.com (CommuniGate Pro SMTP 5.4.5) with ESMTPS id 5566731 for flyrotary@lancaironline.net; Tue, 29 May 2012 17:32:54 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.214.52; envelope-from=msteitle@gmail.com Received: by bkcjc3 with SMTP id jc3so3537621bkc.25 for ; Tue, 29 May 2012 14:32:20 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20120113; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; bh=nNdsC/wN/jANZ6jICeXW09/SV9GIoD8aFA24cNEC8Os=; b=ENuxhKGI3vxtZ8F/lj9R/Fjt3j2dx6hfig8kZzHQP2twZ5lUVdCq79SQeHpRXcJJlq ImzX+hAQdaHEGHBY7eYdmDBAdsAEXLqk2nRlvcCvarHestmFzYOQxnx3IUfmwh8dPy0s xZ9OF3WkiXmuvnjRxMqa2CuuUqX/hg78ZwicXS6zlwHhETP9ONwTnIOUwFcaocPm6yBK qm/shtWnzD/+KNUkry074ej7yO9gKIUHHTrrhYLrEt+CX6+Ifg53bh2CIsy+lVjLlfYY RJdiDYonoCDasiYceY0/+fpvJIUTg1cJrgLe0mw8EefOnvoM9M/fOL8svAlWl7UffXns OeHQ== MIME-Version: 1.0 Received: by 10.205.116.203 with SMTP id fj11mr7425211bkc.108.1338327139942; Tue, 29 May 2012 14:32:19 -0700 (PDT) Received: by 10.204.97.194 with HTTP; Tue, 29 May 2012 14:32:19 -0700 (PDT) In-Reply-To: References: Date: Tue, 29 May 2012 16:32:19 -0500 Message-ID: Subject: Re: [FlyRotary] Re: Injector balancing From: Mark Steitle To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=14dae947310bc5002e04c13391bc --14dae947310bc5002e04c13391bc Content-Type: text/plain; charset=windows-1252 Content-Transfer-Encoding: quoted-printable Bill, Sure, I can try that, but it does run very well at 7000rpm, so I would think it is getting enough air. Also, the problem is only to rotor #1 (right side of picture). It would be good to eliminate the possibility of air starvation though. Mark On Tue, May 29, 2012 at 4:23 PM, Bill Bradburry w= rote: > ** > > Mark,**** > > Are you starving the back (#1 rotor) for air? It seems you said you had = a > 4=94 scat tube feeding the airbox. That is 12.56 sq in. divide that by > three, divide that by 3.14, take the sq root, and you come up with 1.15 > diameter for your runners. You probably have runners of 2=94 or so. The= y > may require more air than the scat tube can deliver???**** > > ** ** > > Remove the airbox and see what happens??**** > > ** ** > > B2**** > > ** ** > ------------------------------ > > *From:* **Rotary motors in aircraft** [mailto:flyrotary@lancaironline.net= ] > *On Behalf Of *Mark Steitle > *Sent:* Tuesday, May 29, 2012 4:49 PM > > *To:* **Rotary motors in aircraft** > *Subject:* [FlyRotary] Re: Injector balancing**** > > ** ** > > Ernest, **** > > ** ** > > I don't understand how that could happen if my injectors are after the > airbox (see attached pic). **** > > ** ** > > Mark**** > > On Tue, May 29, 2012 at 1:23 PM, Ernest Christley > wrote:**** > > Mark Steitle wrote: > > Ernest, > > > > Not sure you intake and mine are very similar. I assume that you have = a > > single TB. Since I'm running a p-port motor, I needed to have the > > throttle plates as close to the intake ports as possible. So, I'm > > running three separate 46mm throttle bodies. The primary injectors are > > between the butterflies and the intake ports. The primary injector > > bungs are cast into the TB's. They share a 1-piece throttle shaft. > > > > The secondary injectors are located further out on the runners ahead of > > the butterflies. Each runner connects to a single airbox. The #1 > > intake is at the rear of the airbox, #2 in the middle, and #3 in the > > front. Air is fed in from the front corner with a 4" SCAT. I could > > test your theory by removing the airbox. This would make all three > > intake runners identical. May be worth a try. > >**** > > For the purposes of my theory, your setup is nearly identical to what I > started with. The air came in the front, blew > past the first rotor, and the rotor in the back wound up with its fuel an= d > part of the front's. The plate I put in made > it so that the incoming air did not blow past the front rotor's intake > toward the second. Instead, it now has to > pressurize the manifold, and then roll around the plate to approach both > runners directly. I had idle EGT differences > of 400* to 500*, and only evened out when the speed got really fast. The= y > now hang within 100* at idle, and are dead > even over 2000rpm. > > Verifying even flow is a necessary exercise, but from your description I > strongly suspect that you have a pressure > distribution problem in your plenum.**** > > > -- > Homepage: http://www.flyrotary.com/ > Archive and UnSub: > http://mail.lancaironline.net:81/lists/flyrotary/List.html**** > > ** ** > --14dae947310bc5002e04c13391bc Content-Type: text/html; charset=windows-1252 Content-Transfer-Encoding: quoted-printable Bill,=A0

Sure, I can try that, but it does run very well= at 7000rpm, so I would think it is getting enough air. =A0Also, the proble= m is only to rotor #1 (right side of picture). =A0It would be good to elimi= nate the possibility of air starvation though. =A0

Mark =A0

On Tue, May = 29, 2012 at 4:23 PM, Bill Bradburry <bbradburry@bellsouth.net&g= t; wrote:

Mark,

Are you starving the back (#1= rotor) for air?=A0 It seems you said you had a 4=94 scat tube feeding the airbox.=A0 That is 12.56 sq in.=A0 divide that by three, divide that by 3.14, take the sq root, and you come up with 1.15 diameter for your runners.=A0 You probably have runners of 2=94 or so.=A0 They may require more air than the scat tube can deliver???

=A0

Remove the airbox and see wha= t happens??

=A0

B2

=A0

From: Rot= ary motors in aircraft [mailto:fl= yrotary@lancaironline.net] On Behalf Of Mark Steitle
Sent: Tuesday, May 29, 2012 = 4:49 PM


To: Rotary motors in aircraft
Subj= ect: [FlyRotary] Re: Injector balancing

=A0

Ernest,=A0

=A0

I don't understand how that could happen if my i= njectors are after the airbox (see attached pic). =A0

=A0

Mark

On Tue, May 29, 2012 at 1:23 PM, Ernest Christley &l= t;echristley@att.ne= t> wrote:

Mark Steitle wrote: > Ernest,
>
> Not sure you intake and mine are very similar. =A0I assume that you have a
> single TB. =A0Since I'm running a p-port motor, I needed to have t= he
> throttle plates as close to the intake ports as possible. =A0So, I'= ;m
> running three separate 46mm throttle bodies. =A0The primary injectors are
> between the butterflies and the intake ports. =A0The primary injector<= br> > bungs are cast into the TB's. =A0They share a 1-piece throttle sha= ft.
>
> The secondary injectors are located further out on the runners ahead o= f
> the butterflies. =A0Each runner connects to a single airbox. =A0The #1
> intake is at the rear of the airbox, #2 in the middle, and #3 in the > front. =A0Air is fed in from the front corner with a 4" SCAT. =A0I could
> test your theory by removing the airbox. =A0This would make all three<= br> > intake runners identical. =A0May be worth a try.
>

For the purposes of my theory, your setup is nearly = identical to what I started with. =A0The air came in the front, blew
past the first rotor, and the rotor in the back wound up with its fuel and = part of the front's. =A0The plate I put in made
it so that the incoming air did not blow past the front rotor's intake = toward the second. =A0Instead, it now has to
pressurize the manifold, and then roll around the plate to approach both runners directly. =A0I had idle EGT differences
of 400* to 500*, and only evened out when the speed got really fast. =A0The= y now hang within 100* at idle, and are dead
even over 2000rpm.

Verifying even flow is a necessary exercise, but from your description I strongly suspect that you have a pressure
distribution problem in your plenum.

=A0


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