X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imo-m17.mx.aol.com ([64.12.138.207] verified) by logan.com (CommuniGate Pro SMTP 5.1c.5) with ESMTP id 1453386 for flyrotary@lancaironline.net; Tue, 10 Oct 2006 08:58:01 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.138.207; envelope-from=Lehanover@aol.com Received: from Lehanover@aol.com by imo-m17.mx.aol.com (mail_out_v38_r7.6.) id q.574.7b7e4de2 (43930) for ; Tue, 10 Oct 2006 08:57:36 -0400 (EDT) From: Lehanover@aol.com Message-ID: <574.7b7e4de2.325cf2c0@aol.com> Date: Tue, 10 Oct 2006 08:57:36 EDT Subject: Re: [FlyRotary] Re: Exhaust Update To: flyrotary@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1160485056" X-Mailer: 9.0 Security Edition for Windows sub 5331 X-Spam-Flag: NO -------------------------------1160485056 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 10/9/2006 11:16:41 P.M. Eastern Daylight Time, kenpowell@comcast.net writes: Hi Joe, Those are really great results. I would love to know the HP increase. Just a heads up - it looks like your new "header flange to pipe" (picture 5) was welded on the outside. I think that 'acceptable practices' state that there should only be a tack weld on the outside and the actual structural weld should be on the inside. What does everyone else say? In any event be sure to keep an eye on the welds. Ken Powell Bryant, Arkansas 501-847-4721 C150 / RV-4 under construction I suspect that idea came from looking at commercial built racing headers. Where automated welding equipment can be programmed to do a face weld, with no problem but welding from the pipe side would be very difficult. The weld bead is then machined slightly to attain a uniform surface with a high unit pressure to seal against the metal gaskets. So long as penetration is good, fillet location should have no effect. This is not to say that pipes need not be supported to the engine to avoid stressing the joint. My headers are 1/2" carbon steel flanges with .130" wall tubes. No flange to tube failures since 1980. Lynn E. Hanover -------------------------------1160485056 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

In a message dated 10/9/2006 11:16:41 P.M. Eastern Daylight Time,=20 kenpowell@comcast.net writes:

<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>

Hi Joe,

Those are really great results. I would love to know the HP=20 increase. Just a heads up - it looks like your new "header flange to= =20 pipe" (picture 5) was welded on the outside. I think that=20 'acceptable practices' state that there should only be a tack weld on the=20 outside and the actual structural weld should be on the inside. What= =20 does everyone else say? In any event be sure to keep an eye on= the=20 welds.

Ken Powell
Bryant, Arkansas
501-847-4721
C150 / RV-4=20 under construction

I suspect that idea came from looking at commercial built racing header= s.=20 Where automated welding equipment can be programmed to do a face weld, with=20= no=20 problem but welding from the pipe side would be very difficult. The weld bea= d is=20 then machined slightly to attain a uniform surface with a high uni= t=20 pressure to seal against the metal gaskets.

So long as penetration is good, fillet location should have no effect.=20= This=20 is not to say that pipes need not be supported to the engine to avoid stress= ing=20 the joint. My headers are 1/2" carbon steel flanges with .130" wall tubes. N= o=20 flange to tube failures since 1980.

Lynn E. Hanover

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