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References: <list-4822916@logan.com>
Date: Sat, 22 Jan 2011 11:20:31 -0800 (PST)
From: Kelly Troyer <keltro@att.net>
Subject: Re: Charge Air Pre-Heat
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Cc: CozyGirrrl@aol.com
In-Reply-To: <list-4822916@logan.com>
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Hope all you Flyer's (and hope to be flyer's)=A0both NA and Turbo are=A0fol=
lowing =0Athis thread ??..........Listen=0Awhen our=A0 "Rotary Engine Guru"=
 speaks !!...............This info will allow us =0Ato out-distance our bac=
kward=0ALycoming powered brethren...................<:)=0A=0A=0AKelly Troye=
r=0A"DYKE DELTA JD2" (Eventually)=0A"13B ROTARY"_ Engine=0A"RWS"_RD1C/EC2/E=
M2=0A"MISTRAL"_Backplate/Oil Manifold=0A"TURBONETICS"_TO4E50 Turbo=0A=0A=0A=
=0A=0A________________________________=0AFrom: "Lehanover@aol.com" <Lehanov=
er@aol.com>=0ATo: Rotary motors in aircraft <flyrotary@lancaironline.net>=
=0ASent: Sat, January 22, 2011 12:21:40 PM=0ASubject: [FlyRotary] Re: Charg=
e Air Pre-Heat=0A=0AIn a message dated 1/22/2011 11:54:33 A.M. Eastern Stan=
dard Time, =0Aeanderson@carolina.rr.com writes:=0A=A0 I'm not certain what =
heating the air would do but further reduce the air =0Adensity which would =
theoretically mean you would need less fuel to maintain the =0Asame air/fue=
l ratio - so that might reduce the risk (to a piston engine) of =0Arunning =
tool lean - but would still cut down the fuel consumption by permitting =0A=
less fuel and yet maintain the same air/fuel ratio.=0A>=A0=0A>The only down=
 side I have notice=A0in =A0flying WOT (at cruise altitudes) with =0A>reduc=
ed air/fuel ratio is that the engine occasionally will miss - not enough to=
 =0A>worry about (unless you worry about things like that {:>), generally j=
ust =0A>enriched the fuel mixture a bit stops it.=0A>=A0=0A>Having said tha=
t - I have never compared operating at reduced throttle setting =0A>to WOT =
so can't say how much (if any) difference it makes - theoretically, it =0A>=
should make some difference.=0A>=A0=0A>FWIW that's my $0.02=0A>=A0=0A>Ed=0A=
Everything Ed said, and:=0A=0AA) Wide open throttle keeps cylinder filling =
closer to 100% which means =0Aeffective compression ratio stays higher, whi=
ch means that more heat of =0Acompression is available to maintain vaporiza=
tion which means more of the =0Aavailable fuel gets burned. =0A=0A=0AB) Add=
ing heat to the intake air raises heat of compression and improves =0Avapor=
ization and allows for an even leaner mixture to burn completely. =0A=0A=0A=
C) Although detonation is charge temperature dependant, super lean mixtures=
 =0Aproduce slower flame front speeds and mimic ultra high octane fuels, so=
 =0Adetonation should not be a factor. =0A=0A=0AThis is not at all damaging=
 to the engine. Less fuel per revolution means lower =0Atemperatures and le=
ss stress.=0AAll big radial engines were run well lean of peak EGT. Lest TW=
A would never have =0Amade it across the Atlantic. Lest the P-38s would nev=
er have made the round trip =0Ato kill Yamamoto. Even works on supercharged=
 and turbo charged engines.=0A=0ALynn E. Hanover=0A
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<html><head><style type=3D"text/css"><!-- DIV {margin:0px;} --></style></he=
ad><body><div style=3D"font-family:arial, helvetica, sans-serif;font-size:1=
2pt"><DIV></DIV>=0A<DIV>Hope all you Flyer's (and hope to be flyer's)&nbsp;=
both NA and Turbo are&nbsp;following this thread ??..........Listen</DIV>=
=0A<DIV>when our&nbsp; "Rotary Engine Guru" speaks !!...............This in=
fo will allow us to out-distance our backward</DIV>=0A<DIV>Lycoming powered=
 brethren...................&lt;:)</DIV>=0A<DIV>&nbsp;</DIV>=0A<DIV>&nbsp;<=
/DIV>=0A<P>Kelly Troyer<BR><STRONG><FONT size=3D4>"DYKE DELTA JD2"</FONT> <=
FONT size=3D1>(Eventually)</FONT></STRONG></P>=0A<P>"13B ROTARY"_ Engine<BR=
>"RWS"_RD1C/EC2/EM2<BR>"MISTRAL"_Backplate/Oil Manifold</P>=0A<P>"TURBONETI=
CS"_TO4E50 Turbo</P>=0A<DIV><BR></DIV>=0A<DIV style=3D"FONT-FAMILY: arial, =
helvetica, sans-serif; FONT-SIZE: 12pt"><BR>=0A<DIV style=3D"FONT-FAMILY: t=
imes new roman, new york, times, serif; FONT-SIZE: 12pt"><FONT size=3D2 fac=
e=3DTahoma>=0A<HR SIZE=3D1>=0A<B><SPAN style=3D"FONT-WEIGHT: bold">From:</S=
PAN></B> "Lehanover@aol.com" &lt;Lehanover@aol.com&gt;<BR><B><SPAN style=3D=
"FONT-WEIGHT: bold">To:</SPAN></B> Rotary motors in aircraft &lt;flyrotary@=
lancaironline.net&gt;<BR><B><SPAN style=3D"FONT-WEIGHT: bold">Sent:</SPAN><=
/B> Sat, January 22, 2011 12:21:40 PM<BR><B><SPAN style=3D"FONT-WEIGHT: bol=
d">Subject:</SPAN></B> [FlyRotary] Re: Charge Air Pre-Heat<BR></FONT><BR><F=
ONT id=3Drole_document color=3D#000000 size=3D2 face=3DArial>=0A<DIV>=0A<DI=
V>In a message dated 1/22/2011 11:54:33 A.M. Eastern Standard Time, eanders=
on@carolina.rr.com writes:</DIV>=0A<BLOCKQUOTE style=3D"BORDER-LEFT: blue 2=
px solid; PADDING-LEFT: 5px; MARGIN-LEFT: 5px"><FONT style=3D"BACKGROUND-CO=
LOR: transparent" color=3D#000000 size=3D2 face=3DArial>=0A<DIV><FONT face=
=3DArial>&nbsp; I'm not certain what heating the air would do but further r=
educe the air density which would theoretically mean you would need less fu=
el 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 c=
onsumption by permitting less fuel and yet maintain the same air/fuel ratio=
.</FONT></DIV>=0A<DIV><FONT face=3DArial></FONT>&nbsp;</DIV>=0A<DIV><FONT f=
ace=3DArial>The only down side I have notice&nbsp;in &nbsp;flying WOT (at c=
ruise altitudes) with reduced air/fuel ratio is that the engine occasionall=
y will miss - not enough to worry about (unless you worry about things like=
 that {:&gt;), generally just enriched the fuel mixture a bit stops it.</FO=
NT></DIV>=0A<DIV><FONT face=3DArial></FONT>&nbsp;</DIV>=0A<DIV><FONT face=
=3DArial>Having said that - I have never compared operating at reduced thro=
ttle setting to WOT so can't say how much (if any) difference it makes - th=
eoretically, it should make some difference.</FONT></DIV>=0A<DIV><FONT face=
=3DArial></FONT>&nbsp;</DIV>=0A<DIV><FONT face=3DArial>FWIW that's my $0.02=
</FONT></DIV>=0A<DIV><FONT face=3DArial></FONT>&nbsp;</DIV>=0A<DIV><FONT fa=
ce=3DArial>Ed</FONT></DIV></FONT></BLOCKQUOTE></DIV>=0A<DIV></DIV>=0A<DIV>E=
verything Ed said, and:</DIV>=0A<DIV>&nbsp;</DIV>=0A<DIV>A) Wide open throt=
tle keeps cylinder filling closer to 100% which means effective compression=
 ratio stays higher, which means that more heat of compression is available=
 to maintain vaporization which means more of the available fuel gets burne=
d. </DIV>=0A<DIV>&nbsp;</DIV>=0A<DIV>B) Adding heat to the intake air raise=
s heat of compression and improves vaporization and allows for an even lean=
er mixture to burn completely. </DIV>=0A<DIV>&nbsp;</DIV>=0A<DIV>C) Althoug=
h detonation is charge temperature dependant, super lean mixtures produce s=
lower flame front speeds and mimic ultra high octane fuels, so detonation s=
hould not be a factor. </DIV>=0A<DIV>&nbsp;</DIV>=0A<DIV>This is not at all=
 damaging to the engine. Less fuel per revolution means lower temperatures =
and less stress.</DIV>=0A<DIV>All big radial engines were run well lean of =
peak EGT. Lest TWA would never have made it across the Atlantic. Lest the P=
-38s would never have made the round trip to kill Yamamoto. Even works on s=
upercharged and turbo charged engines.</DIV>=0A<DIV>&nbsp;</DIV>=0A<DIV>Lyn=
n E. Hanover</DIV>=0A<DIV>&nbsp;</DIV></FONT></DIV></DIV></div></body></htm=
l>
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