X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from cdptpa-omtalb.mail.rr.com ([75.180.132.121] verified) by logan.com (CommuniGate Pro SMTP 5.4c2a) with ESMTP id 4822852 for flyrotary@lancaironline.net; Sat, 22 Jan 2011 11:54:31 -0500 Received-SPF: pass receiver=logan.com; client-ip=75.180.132.121; envelope-from=eanderson@carolina.rr.com Return-Path: X-Authority-Analysis: v=1.1 cv=3jtQBdTzPyV+fq4oCU/u8ZPrJJGN11HvhaDVxyWhycI= c=1 sm=0 a=E7lJH9dZMDQA:10 a=rPkcCx1H5rrOSfN0dPC7kw==:17 a=3oc9M9_CAAAA:8 a=UuRrmtx3ngx3ozKXLRUA:9 a=zrSMtr4PiKtpEw9t-8EeH-2xM9UA:4 a=wPNLvfGTeEIA:10 a=U8Ie8EnqySEA:10 a=Ia-xEzejAAAA:8 a=eb2zCteFk4-3zZaaye0A:9 a=XuUf8YCEu09pMRfNLhIA:7 a=U_TXpKAZMj3qA5ddbn1rX-FKRdAA:4 a=EzXvWhQp4_cA:10 a=rPkcCx1H5rrOSfN0dPC7kw==:117 X-Cloudmark-Score: 0 X-Originating-IP: 174.110.167.5 Received: from [174.110.167.5] ([174.110.167.5:53175] helo=EdPC) by cdptpa-oedge02.mail.rr.com (envelope-from ) (ecelerity 2.2.3.46 r()) with ESMTP id 6F/9D-02631-3AB0B3D4; Sat, 22 Jan 2011 16:53:55 +0000 Message-ID: <656EFE6A8A8A481DA0BD7F84CF9761AC@EdPC> From: "Ed Anderson" To: "Rotary motors in aircraft" References: In-Reply-To: Subject: Re: [FlyRotary] Charge Air Pre-Heat Date: Sat, 22 Jan 2011 11:53:16 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0018_01CBBA2A.F4963AB0" 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_0018_01CBBA2A.F4963AB0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Scott, my take on this is since we don't have to worry about possibly = burning exhaust valves by running too lean, reducing pumping losses by = having the throttle wide open may have merit. I do it. I personally fly with my Throttle wide open at cruise and using my = mixture control to regulator the amount of power I want to produce. In = theory that reduces pumping losses by keeping the manifold pressure as = high (or nearly) as ambient pressure. I'm not certain what heating the = air would do but further reduce the air density which would = theoretically mean you would need less fuel to maintain the same = air/fuel ratio - so that might reduce the risk (to a piston engine) of = running tool lean - but would still cut down the fuel consumption by = permitting less fuel and yet maintain the same air/fuel ratio. The only down side I have notice in flying WOT (at cruise altitudes) = with reduced air/fuel ratio is that the engine occasionally will miss - = not enough to worry about (unless you worry about things like that {:>), = generally just enriched the fuel mixture a bit stops it. Having said that - I have never compared operating at reduced throttle = setting to WOT so can't say how much (if any) difference it makes - = theoretically, it should make some difference. FWIW that's my $0.02 Ed From: shipchief@aol.com=20 Sent: Saturday, January 22, 2011 11:30 AM To: Rotary motors in aircraft=20 Subject: [FlyRotary] Charge Air Pre-Heat I was just over on the VAN's Airforce forum. Paul Lipps (Elippse props) = was talking about using carb air heat @ wide open throttle to reduce = power in cruise instead of patial closing of the throttle. This Rotary group talks of reducing power and increasing efficiency by = leaning @ WOT, which rotary engines tolerate better than piston recips. Question for the group? Would Charge Air Pre Heating be an additional benefit for the rotary? Paul was idenifying carb air heat @ WOT as a way to increase cruise = efficiency for aircraft with fixed pitch propellers. I simply extended = the idea to this group. Scott ------=_NextPart_000_0018_01CBBA2A.F4963AB0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Scott, my take on this is since we don't = have to=20 worry about possibly burning exhaust valves by running too lean, = reducing=20 pumping losses by having the throttle wide open may have merit.  I = do=20 it.
 
I personally fly with my Throttle wide open at = cruise and=20 using my mixture control to regulator the amount of power I want to=20 produce.  In theory that reduces pumping losses by keeping the = manifold=20 pressure as high (or nearly) as ambient pressure.  I'm not certain = what=20 heating the air would do but further reduce the air density which would=20 theoretically mean you would need less fuel to maintain the same = air/fuel ratio=20 - so that might reduce the risk (to a piston engine) of running tool = lean - but=20 would still cut down the fuel consumption by permitting less fuel and = yet=20 maintain the same air/fuel ratio.
 
The only down side I have notice in =  flying WOT=20 (at cruise altitudes) with reduced air/fuel ratio is that the engine=20 occasionally will miss - not enough to worry about (unless you worry = about=20 things like that {:>), generally just enriched the fuel mixture a bit = stops=20 it.
 
Having said that - I have never compared = operating at=20 reduced throttle setting to WOT so can't say how much (if any) = difference it=20 makes - theoretically, it should make some difference.
 
FWIW that's my $0.02
 
Ed

From: shipchief@aol.com
Sent: Saturday, January 22, 2011 11:30 AM
Subject: [FlyRotary] Charge Air Pre-Heat


I was just over on the VAN's Airforce forum. Paul Lipps = (Elippse props)=20 was talking about using carb air heat @ wide open throttle to reduce = power in=20 cruise instead of patial closing of the throttle.
This Rotary group talks of reducing power and increasing efficiency = by=20 leaning @ WOT, which rotary engines tolerate better than piston = recips.
Question for the group?
Would Charge Air Pre Heating be an additional benefit for the = rotary?
 Paul was idenifying carb air heat @ WOT as a way to = increase=20 cruise efficiency for aircraft with fixed pitch propellers. I simply = extended=20 the idea to this group.
Scott
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