X-Junk-Score: 0 [] X-Cloudmark-Score: 0 [] X-Cloudmark-Analysis: v=2.3 cv=BpPjPrf5 c=1 sm=1 tr=0 a=heED2lbWjh6nyM8XF8+25A==:117 a=jpOVt7BSZ2e4Z31A5e1TngXxSK0=:19 a=x7bEGLp0ZPQA:10 a=L-8COOERiG0A:10 a=Jdjhy38mL1oA:10 a=o1OHuDzbAAAA:8 a=Ia-xEzejAAAA:8 a=pGLkceISAAAA:8 a=hOpmn2quAAAA:8 a=7g1VtSJxAAAA:8 a=jjIUfJPmiafF-bkWP-UA:9 a=QEXdDO2ut3YA:10 a=Qa1je4BO31QA:10 a=gvSQh4r-fQ0A:10 a=pK-iBfBEGviTyYJYFZMA:9 a=vGKnafP2N_EeOuSg:21 a=5YQ6H4ZxyGn-KoBYtt8s:22 a=Urk15JJjZg1Xo0ryW_k8:22 a=GyA-uvUxXSCciAkwuKQO:22 a=grOzbf7U_OpcSX4AJOnl:22 From: "Cameron Garner closed.infinity@gmail.com" Received: from mail-io1-f48.google.com ([209.85.166.48] verified) by logan.com (CommuniGate Pro SMTP 6.2.14) with ESMTPS id 13373902 for flyrotary@lancaironline.net; Tue, 07 Jan 2020 21:52:27 -0500 Received-SPF: pass receiver=logan.com; client-ip=209.85.166.48; envelope-from=closed.infinity@gmail.com Received: by mail-io1-f48.google.com with SMTP id k24so1606306ioc.4 for ; Tue, 07 Jan 2020 18:52:29 -0800 (PST) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20161025; h=mime-version:references:in-reply-to:from:date:message-id:subject:to; bh=PGq1AK3jSpUdPUhUvmTAT42XFEGErfqGGBokQFWQUVk=; b=JboGGra4Aj9Uueut9iy2vVI6HTwC/uhvBH51sDXAWydPYjuj/pXzIbKZqx0yWcLbTw z7RRcsY20PIWLrPaXgw18Y5s4q1S2wjg4hDOpUBFWzuKXLfDRfvomLSHc3q4uGJi4Fd8 Fl8fLod5cRGmWFD4bq3U0pybqGwOvtWCjpeehnsAcUwIbv7cUB/NYo4cqM4U6u8sI8h+ CNYJUNDtYxJmhql0+4591B99q8EkXhNvFo83STi7Y++xf/5xu1BZEiax9cFYS/bwmtZ7 BPR/0zYCXS3YOog97606Zn0N8453zmJtOpa+G3+81bneTho7WPI0dPtzftoYA8pSb0Kz RjcA== X-Google-DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:references:in-reply-to:from:date :message-id:subject:to; bh=PGq1AK3jSpUdPUhUvmTAT42XFEGErfqGGBokQFWQUVk=; b=i0IRKD/F7B53AIXZRs9Ym1CBbLTdnfB4WTqO3RzXOLgTijJZW291j9vGADSBUKqVl0 WvewhNR3BPyc4f4nq9hV2xZcwb3/cfKrNe7tFA59nP/QNaCHetAGgk37BvEDaQCYLrW6 YIUZyL6wZYqP0IMsVMeaZE9sckB7ljoibCGYU+BHcC3noLZfXpwibybeAU7vjsrzcBGk VYktAD/xNCAHiDmamAiGTGjrRRgB2Vjzrk/zcyYdIp8tKCSF38HDjjpNZZAXTurDdy2M 3ejepuCvLPdAqX0MpibI0G3dUNPbVv8AI8Osa89z/lORHmK701LpE0qZP6U67iR9vzVc 2WSQ== X-Gm-Message-State: APjAAAU6S7WqQGPyaxoZUXpju9xDV9uNb+yYjwq7aCzk0Fvcgm6EHZIH J4KOQ6WeCFl80GNJ5MhgmXaiO5c6I2uKtIkAC2gP1URWTCA= X-Google-Smtp-Source: APXvYqz8cHifnfpMaWmtxffQJwGh1OyGjS23d+Rewx4EKkOaflDLT0pWePl6oFB7UHvlANwYmM0hH/GLCcfyQQUnfcU= X-Received: by 2002:a5e:c606:: with SMTP id f6mr1673909iok.71.1578451930951; Tue, 07 Jan 2020 18:52:10 -0800 (PST) MIME-Version: 1.0 References: In-Reply-To: Date: Wed, 8 Jan 2020 15:51:59 +1300 Message-ID: Subject: Re: [FlyRotary] Re: Inlet radius ratio To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary="000000000000a3b250059b97faa3" --000000000000a3b250059b97faa3 Content-Type: text/plain; charset="UTF-8" IMHO the small inside radius is adequate because the inside flow is basically constant (adjustable if you have a variable exit flap) so flow readily remains smooth and attached. A bigger radius just reduces the inlet area for no benefit, but you don't want it so sharp as to trip the flow if the inflowing air isn't exactly straight on. More flow trying to go in than the duct can accept will flow around the inlet, which is one reason a bigger outside radius can be lower drag, to keep that excess bypassed flow attached. The bigger outside radius will work well across a wide range of conditions. A narrow or sharp inlet will only be less drag at a single or narrow range of conditions. My 10c worth. -Cameron G On Wed, Jan 8, 2020 at 3:32 PM Finn Lassen finn.lassen@verizon.net < flyrotary@lancaironline.net> wrote: > As usual Charlie is spot on. > > Put in another way or another point: a bigger radius should be less > sensitive to angle of attack. Imagine a straight thin wall tube with > sharp edges pointed straight into the wind -- no turbulence inside and > outside. Now change the angle of the tube, and you'll have lots of > turbulence starting at the edge of the tube. With a very thick tube with > a big radius end you'll have a lot smoother air inside and outside (but > more drag when pointed straight into the wind). Haven't quite yet > grasped the importance of smaller inside radius and bigger outside radius. > > Finn > > On 1/7/2020 8:05 PM, Charlie England ceengland7@gmail.com wrote: > > He's talking about the radius of the 'lip' around the cooling > > inlet(s). Since I'm most familiar with the RVx family, I'll use those > > as examples. If you look at a 'stock' RV cowl, the leading edge of the > > cowl has a very fat radius; probably close to an inch. If you look at > > one of the after-market 'Sam James' cowls (the ones with circular > > inlets), the leading edge lip around the inlets is much sharper; > > probably 1/2" radius or less. > > > > The inner/outer thing is about (for both of the above) having a > > non-constant radius. That's true for almost all inlets; think about > > something that very roughly resembles a 'French curve'. The radius at > > the inside of the inlet is fairly sharp, but gets bigger as it moves > > out and back. A visual analogy would be the leading edge of a flat > > bottom airfoil. If you stretch/rotate the wing cross section into a > > circle, with the bottom toward the inside, you'd get a similar shape. > > > > The fat/thin radius issue: > > > > IIRC, research has shown that *if* the flow through the system is > > exactly right for what's needed, and there's no 'spillage' around the > > lip of the inlet, and slowing of the air with the attendant increase > > in pressure happens *inside the duct* ('internal diffusion'), then a > > sharp lip has less drag. But if the system is designed to have the air > > build up and slow down in front of the inlet ('external diffusion') > > then a fat radius has less drag. Slightly higher drag than a perfect > > internal diffusion duct, but in the real world, typically lower drag > > than the more common imperfectly executed internal diffusion duct. > > It's supposed to also have the advantage of allowing an inlet sized to > > flow plenty of air in climb profile (high power/low speed), with an > > exit flap used to reduce flow through the system at cruise, where the > > will by necessity be significant spillage around the inlet. > > > > Or, as Lynn likes to say, I could be wrong... > > > > Charlie > > > > On 1/7/2020 4:11 PM, Marc Wiese cardmarc@charter.net wrote: > >> Can someone sketch this out, I'm having difficulty following where > >> these curves are supposed to be? > >> Marc > >> > >> -----Original Message----- > >> From: Rotary motors in aircraft > >> Sent: Tuesday, January 07, 2020 10:57 AM > >> To: Rotary motors in aircraft > >> Subject: [FlyRotary] Inlet radius ratio > >> > >> Tracy reported a marked increase in cooling when changing the > >> inner/outer radius of the duct inlet. The outer radius of the lip > >> should apparently be greater than the inner radius of the lip. He got > >> the optimum ratio from an NACA paper, but don't remember which. > >> > >> I think the goal is maximum pressure recovery at low speeds (100 mph) > >> and high angle of attack and of course minimum drag at low and high > >> speeds (output cowl flap to lessen flow at high speeds making the air > >> flow easily around the inlet and cowl at higher speeds). > >> > >> I've been trying to locate that paper but keep finding papers on > >> turbine inlets and supersonic inlets. > >> > >> Does anyone know what that NACA paper may be? Or even just the > >> optimum radius ratio? > >> > >> Finn > > > > > > -- > > Homepage: http://www.flyrotary.com/ > > Archive and UnSub: > > http://mail.lancaironline.net:81/lists/flyrotary/List.html > > > > > -- > Homepage: http://www.flyrotary.com/ > Archive and UnSub: > http://mail.lancaironline.net:81/lists/flyrotary/List.html > --000000000000a3b250059b97faa3 Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable
IMHO the small inside radius is adequate because the = inside flow is basically constant (adjustable if you have a variable exit f= lap) so flow readily remains smooth and attached. A bigger radius just redu= ces the inlet area for no benefit, but you don't want it so sharp as to= trip the flow if the inflowing air isn't exactly straight on.
More flow trying to go in than the duct can accept will flow around = the inlet, which is one reason a bigger outside radius can be lower drag, t= o keep that excess bypassed flow attached.
The bigger outside rad= ius will work well across a wide range of conditions. A narrow or sharp inl= et will only be less drag at a single or narrow range of conditions.
<= div>
My 10c worth.

-Cameron G

On Wed, Jan 8, 2020 at 3:32 PM Finn Lassen finn.lassen@verizon.net <flyrotary@lancaironline.net> wrote:
As usual Charlie is spot on.
Put in another way or another point: a bigger radius should be less
sensitive to angle of attack. Imagine a straight thin wall tube with
sharp edges pointed straight into the wind -- no turbulence inside and
outside. Now change the angle of the tube, and you'll have lots of
turbulence starting at the edge of the tube. With a very thick tube with a big radius end you'll have a lot smoother air inside and outside (but=
more drag when pointed straight into the wind). Haven't quite yet
grasped the importance of smaller inside radius and bigger outside radius.<= br>
Finn

On 1/7/2020 8:05 PM, Charlie England ceengland7@gmail.com wrote:
> He's talking about the radius of the 'lip' around the cool= ing
> inlet(s). Since I'm most familiar with the RVx family, I'll us= e those
> as examples. If you look at a 'stock' RV cowl, the leading edg= e of the
> cowl has a very fat radius; probably close to an inch. If you look at =
> one of the after-market 'Sam James' cowls (the ones with circu= lar
> inlets), the leading edge lip around the inlets is much sharper;
> probably 1/2" radius or less.
>
> The inner/outer thing is about (for both of the above) having a
> non-constant radius. That's true for almost all inlets; think abou= t
> something that very roughly resembles a 'French curve'. The ra= dius at
> the inside of the inlet is fairly sharp, but gets bigger as it moves <= br> > out and back. A visual analogy would be the leading edge of a flat > bottom airfoil. If you stretch/rotate the wing cross section into a > circle, with the bottom toward the inside, you'd get a similar sha= pe.
>
> The fat/thin radius issue:
>
> IIRC, research has shown that *if* the flow through the system is
> exactly right for what's needed, and there's no 'spillage&= #39; around the
> lip of the inlet, and slowing of the air with the attendant increase <= br> > in pressure happens *inside the duct* ('internal diffusion'), = then a
> sharp lip has less drag. But if the system is designed to have the air=
> build up and slow down in front of the inlet ('external diffusion&= #39;)
> then a fat radius has less drag. Slightly higher drag than a perfect <= br> > internal diffusion duct, but in the real world, typically lower drag <= br> > than the more common imperfectly executed internal diffusion duct. > It's supposed to also have the advantage of allowing an inlet size= d to
> flow plenty of air in climb profile (high power/low speed), with an > exit flap used to reduce flow through the system at cruise, where the =
> will by necessity be significant spillage around the inlet.
>
> Or, as Lynn likes to say, I could be wrong...
>
> Charlie
>
> On 1/7/2020 4:11 PM, Marc Wiese cardmarc@charter.net wrote:
>> Can someone sketch this out, I'm having difficulty following w= here
>> these curves are supposed to be?
>> Marc
>>
>> -----Original Message-----
>> From: Rotary motors in aircraft
>> Sent: Tuesday, January 07, 2020 10:57 AM
>> To: Rotary motors in aircraft <flyrotary@lancaironline.net>
>> Subject: [FlyRotary] Inlet radius ratio
>>
>> Tracy reported a marked increase in cooling when changing the
>> inner/outer radius of the duct inlet. The outer radius of the lip =
>> should apparently be greater than the inner radius of the lip. He = got
>> the optimum ratio from an NACA paper, but don't remember which= .
>>
>> I think the goal is maximum pressure recovery at low speeds (100 m= ph)
>> and high angle of attack and of course minimum drag at low and hig= h
>> speeds (output cowl flap to lessen flow at high speeds making the = air
>> flow easily around the inlet and cowl at higher speeds).
>>
>> I've been trying to locate that paper but keep finding papers = on
>> turbine inlets and supersonic inlets.
>>
>> Does anyone know what that NACA paper may be? Or even just the >> optimum radius ratio?
>>
>> Finn
>
>
> --
> Homepage:=C2=A0 http://www.flyrotary.com/
> Archive and UnSub:
> http://mail.lancaironline.net:81/list= s/flyrotary/List.html
>


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