Return-Path: Received: from ms-smtp-02.southeast.rr.com ([24.93.67.83] verified) by logan.com (CommuniGate Pro SMTP 4.1.3) with ESMTP id 2589977 for flyrotary@lancaironline.net; Mon, 22 Sep 2003 21:51:06 -0400 Received: from o7y6b5 (clt78-020.carolina.rr.com [24.93.78.20]) by ms-smtp-02.southeast.rr.com (8.12.5/8.12.2) with SMTP id h8N1lApN011274 for ; Mon, 22 Sep 2003 21:47:11 -0400 (EDT) Message-ID: <003e01c38174$d7ae0000$1702a8c0@WorkGroup> From: "Ed Anderson" To: "Rotary motors in aircraft" References: Subject: Power on a cold day was Re: [FlyRotary] Re: Some turbo thoughts from a pro .... Date: Mon, 22 Sep 2003 21:48:52 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_003B_01C38153.50626440" 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 This is a multi-part message in MIME format. ------=_NextPart_000_003B_01C38153.50626440 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Message Of course, by fuel flow, I'm only producing 120 (hot day) to 150 = (cold day) HP.=20 You're saying you have a 30 HP difference between hot and cold days? = Holy cow !!! Do you have intake temps to go along with that? If not, = what would be your definition of hot and cold? I'm going to have to = find those intercoolers...=20 Thanks for the info. Rusty Rusty, the rotary engine (for what ever reason) just LOOOVVVVVEEEESSS = those cooler days. I have had fuel flow of over 20 gph on take off when = OAT was 28F. That calculates out to over 200HP, static RPM was 5800 rpm = vice a nominal of 5200 on a "normal" day. I've never said anything = about it because 1. Who would believe me 2. Who would believe me? and = 3. Who would believe me? Anytime the OAT is below 65F or so my static = RPM increases about 200 rpm for ever 10F further temp drop. DIE is part = of my increase, but I think without any intake valves to get in the way = that cold dense air seems to pack the combustion chamber moreso that on = a reciprociating engine. So I have no problem believing Finn - about that one point that is = {:>) Ed Anderson ------=_NextPart_000_003B_01C38153.50626440 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Message
 
 
 Of course, by fuel = flow, I'm=20 only producing 120 (hot day) to 150 (cold day) HP. 
 
You're=20 saying you have a 30 HP difference between hot and = cold days?  Holy=20 cow !!!  Do you have intake temps to go along with = that?  If=20 not, what would be your definition of hot and cold?  I'm going to = have to=20 find those intercoolers... 

Thanks = for the=20 info.
Rusty
 
 
Rusty, the rotary=20 engine (for what ever reason) just LOOOVVVVVEEEESSS those cooler = days.  I=20 have had fuel flow of over 20 gph on take off when OAT was 28F.  = That=20 calculates out to over 200HP, static RPM was 5800 rpm vice a nominal = of 5200=20 on a "normal" day.  I've never said anything about it because = 1. =20 Who would believe me 2.  Who would believe me? and 3. Who would = believe=20 me?   Anytime the OAT is below 65F or so my static RPM = increases=20 about 200 rpm for ever 10F further temp drop.  DIE is part = of my=20 increase, but I think without any intake valves to get in the way that = cold=20 dense air seems to pack the combustion chamber moreso that on a = reciprociating=20 engine.
 
So I = have no=20 problem believing Finn - about that one point that is=20 {:>)
 
Ed=20 Anderson
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