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Date: Sat, 30 Apr 2011 11:37:48 -0400
Message-ID: <BANLkTikXF9CXVGOPDriMRS5b4NBHEG+3kg@mail.gmail.com>
Subject: Re: [FlyRotary] Re: Intakes old and new
From: Tracy <rwstracy@gmail.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Content-Type: multipart/alternative; boundary=00151773dbf695c72804a224920d

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Everybody has their own technique for cruising.  I typically aim to get the
highest reading on the EM2/3 MPG readout along with a reasonable airspeed.
On my RV4 this is usually around 17 - 18" Hg. MP and 130 - 135 IAS / 170 -
175 TAS at 15,500.   This is way less than WOT.   Pumping losses are a
factor in efficiency but IMO it is way over rated.   There is no question
that aero losses at higher speeds more than make up for the pumping loss
improvement.  If pumping losses were that big, cars would get terrible fuel
mileage at 55 mph.

Tracy

On Sat, Apr 30, 2011 at 10:52 AM, Bill Bradburry
<bbradburry@bellsouth.net>wrote:

>  Ed,
>
>
>
> I have heard you mention that you seldom fly at max speed.  How do you do
> this?  Do you fly at WOT but high enough to lower the output and lean for
> economy, thus reducing the speed?  Do you reduce throttle??
>
>
>
> I have been given to understand that the throttle should be at WOT all th=
e
> time to reduce =93pumping losses=94.  Engine power would then be affected=
 by
> other means, leaning, altitude, prop speed if you can adjust it???
>
>
>
> What is your method?  For that matter, what method do others use?
>
>
>
> Bill B
>
>
>  ------------------------------
>
> *From:* Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] *O=
n
> Behalf Of *Ed Anderson
> *Sent:* Saturday, April 30, 2011 9:49 AM
> *To:* Rotary motors in aircraft
> *Subject:* [FlyRotary] Intakes old and new
>
>
>
> Here is the induction system set up I first flew with Phtos MVC-007F JPG)=
.
> 4 injectors into a TWM dual throat Webber Throttle body (2" dia throats)
> into a two into four manifold.  The engine started easily and operated fi=
ne
> - with the exception it was low on power.  Top speed was 185 MPH TAS.
>
>
>
> The apparently problem was that while this set up did well for the rotary
> racing crowd when theirengines hit 9000 rpm - it sucked (but not very wel=
l)
> at the lower rpms like 5000.  So I swap it out for my current design usin=
g
> an 65mm dia mustang throttle body and smaller diameter runners and
> immedately picked up 10 MPH top airspeed and 400 ft/min improvement in Ra=
te
> of climb.
>
>
>
> It was the beginning of my understanding that what works well for one
> environment and set of operating conditions may provide lousy results und=
er
> different circumstances.  The other two photos show the intake that produ=
ced
> the best results for my installation and which has now been on the aircra=
ft
> for over 6 years, top speed achieved with this intake was 196 MPH TAS wit=
h
> the old 2.17:1 and 68x72 prop.  Same intake with the 2:85:1 and 74x88 pro=
p
> topped out at 200 MPH TAS.
>
>
>
> Ed
>
> Edward L. Anderson
> Anderson Electronic Enterprises LLC
> 305 Reefton Road
> Weddington, NC 28104
> http://www.andersonee.com
> http://www.eicommander.com
>

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Everybody has their own technique for cruising.=A0 I typically aim to get t=
he highest reading on the EM2/3 MPG readout along with a reasonable airspee=
d.=A0 On my RV4 this is usually around 17 - 18&quot; Hg. MP and 130 - 135 I=
AS / 170 - 175 TAS at 15,500. =A0 This is way less than WOT. =A0 Pumping lo=
sses are a factor in efficiency but IMO it is way over rated. =A0 There is =
no question that aero losses at higher speeds more than make up for the pum=
ping loss improvement.=A0 If pumping losses were that big, cars would get t=
errible fuel mileage at 55 mph.=A0 <br>
<br>Tracy<br><br><div class=3D"gmail_quote">On Sat, Apr 30, 2011 at 10:52 A=
M, Bill Bradburry <span dir=3D"ltr">&lt;<a href=3D"mailto:bbradburry@bellso=
uth.net">bbradburry@bellsouth.net</a>&gt;</span> wrote:<br><blockquote clas=
s=3D"gmail_quote" style=3D"margin:0 0 0 .8ex;border-left:1px #ccc solid;pad=
ding-left:1ex;">

















<div link=3D"blue" vlink=3D"blue" name=3D"Compose message area" lang=3D"EN-=
US">

<div>

<p class=3D"MsoNormal"><font color=3D"navy" face=3D"Arial" size=3D"2"><span=
 style=3D"font-size:10.0pt;font-family:Arial;color:navy">Ed,</span></font><=
/p>

<p class=3D"MsoNormal"><font color=3D"navy" face=3D"Arial" size=3D"2"><span=
 style=3D"font-size:10.0pt;font-family:Arial;color:navy">=A0</span></font><=
/p>

<p class=3D"MsoNormal"><font color=3D"navy" face=3D"Arial" size=3D"2"><span=
 style=3D"font-size:10.0pt;font-family:Arial;color:navy">I have heard you m=
ention that you seldom
fly at max speed.=A0 How do you do this?=A0 Do you fly at WOT but high
enough to lower the output and lean for economy, thus reducing the speed?=
=A0
Do you reduce throttle??</span></font></p>

<p class=3D"MsoNormal"><font color=3D"navy" face=3D"Arial" size=3D"2"><span=
 style=3D"font-size:10.0pt;font-family:Arial;color:navy">=A0</span></font><=
/p>

<p class=3D"MsoNormal"><font color=3D"navy" face=3D"Arial" size=3D"2"><span=
 style=3D"font-size:10.0pt;font-family:Arial;color:navy">I have been given =
to understand that the
throttle should be at WOT all the time to reduce =93pumping losses=94.=A0
Engine power would then be affected by other means, leaning, altitude, prop
speed if you can adjust it???</span></font></p>

<p class=3D"MsoNormal"><font color=3D"navy" face=3D"Arial" size=3D"2"><span=
 style=3D"font-size:10.0pt;font-family:Arial;color:navy">=A0</span></font><=
/p>

<p class=3D"MsoNormal"><font color=3D"navy" face=3D"Arial" size=3D"2"><span=
 style=3D"font-size:10.0pt;font-family:Arial;color:navy">What is your metho=
d?=A0 For that
matter, what method do others use?</span></font></p>

<p class=3D"MsoNormal"><font color=3D"navy" face=3D"Arial" size=3D"2"><span=
 style=3D"font-size:10.0pt;font-family:Arial;color:navy">=A0</span></font><=
/p>

<p class=3D"MsoNormal"><font color=3D"navy" face=3D"Arial" size=3D"2"><span=
 style=3D"font-size:10.0pt;font-family:Arial;color:navy">Bill B</span></fon=
t></p>

<p class=3D"MsoNormal"><font color=3D"navy" face=3D"Arial" size=3D"2"><span=
 style=3D"font-size:10.0pt;font-family:Arial;color:navy">=A0</span></font><=
/p>

<div>

<div class=3D"MsoNormal" style=3D"text-align:center" align=3D"center"><font=
 face=3D"Times New Roman" size=3D"3"><span style=3D"font-size:12.0pt">

<hr align=3D"center" size=3D"2" width=3D"100%">

</span></font></div>

<p class=3D"MsoNormal"><b><font face=3D"Tahoma" size=3D"2"><span style=3D"f=
ont-size:10.0pt;font-family:Tahoma;font-weight:bold">From:</span></font></b=
><font face=3D"Tahoma" size=3D"2"><span style=3D"font-size:10.0pt;font-fami=
ly:Tahoma"> Rotary motors in aircraft
[mailto:<a href=3D"mailto:flyrotary@lancaironline.net" target=3D"_blank">fl=
yrotary@lancaironline.net</a>] <b><span style=3D"font-weight:bold">On
Behalf Of </span></b>Ed Anderson<br>
<b><span style=3D"font-weight:bold">Sent:</span></b> Saturday, April 30, 20=
11
9:49 AM<br>
<b><span style=3D"font-weight:bold">To:</span></b> Rotary
 motors in aircraft<br>
<b><span style=3D"font-weight:bold">Subject:</span></b> [FlyRotary] Intakes=
 old
and new</span></font></p>

</div>

<p class=3D"MsoNormal"><font face=3D"Times New Roman" size=3D"3"><span styl=
e=3D"font-size:12.0pt">=A0</span></font></p>

<div>

<p class=3D"MsoNormal"><font face=3D"Arial" size=3D"3"><span style=3D"font-=
size:12.0pt;font-family:Arial">Here is the induction system set up I first =
flew with Phtos
MVC-007F JPG).=A0 4 injectors into a TWM dual throat Webber Throttle body
(2&quot; dia throats) into a two into four manifold.=A0 The engine started
easily and operated fine - with the exception it was low on power.=A0 Top
speed was 185 MPH TAS.=A0 </span></font></p>

</div>

<div>

<p class=3D"MsoNormal"><font face=3D"Times New Roman" size=3D"3"><span styl=
e=3D"font-size:12.0pt">=A0</span></font></p>

</div>

<div>

<p class=3D"MsoNormal"><font face=3D"Arial" size=3D"3"><span style=3D"font-=
size:12.0pt;font-family:Arial">The apparently problem was that while this s=
et up did well
for the rotary racing crowd when theirengines hit 9000 rpm - it sucked (but=
 not
very well) at the lower rpms like 5000.=A0 So I swap it out for my current =
design
using an 65mm dia mustang throttle body and smaller diameter runners and
immedately picked up 10 MPH top airspeed and 400 ft/min improvement in Rate=
 of
climb.</span></font></p>

</div>

<div>

<p class=3D"MsoNormal"><font face=3D"Times New Roman" size=3D"3"><span styl=
e=3D"font-size:12.0pt">=A0</span></font></p>

</div>

<div>

<p class=3D"MsoNormal"><font face=3D"Arial" size=3D"3"><span style=3D"font-=
size:12.0pt;font-family:Arial">It was the beginning of my understanding tha=
t what works
well for one environment and set of operating conditions may provide lousy
results under different circumstances.=A0 The other two photos show the
intake that produced the best results for my installation and which has now
been on the aircraft for over 6 years, top speed achieved with this intake =
was
196 MPH TAS with the old 2.17:1 and 68x72 prop.=A0 Same intake with the
2:85:1 and 74x88 prop topped out at 200 MPH TAS.</span></font></p>

</div>

<div>

<p class=3D"MsoNormal"><font face=3D"Times New Roman" size=3D"3"><span styl=
e=3D"font-size:12.0pt">=A0</span></font></p>

</div>

<div>

<p class=3D"MsoNormal"><font face=3D"Arial" size=3D"3"><span style=3D"font-=
size:12.0pt;font-family:Arial">Ed</span></font></p>

</div>

<div>

<p class=3D"MsoNormal"><font face=3D"Arial" size=3D"3"><span style=3D"font-=
size:12.0pt;font-family:Arial">Edward L. Anderson<br>
Anderson
Electronic Enterprises LLC<br>
305 Reefton Road<br>
Weddington, NC 28104<br>
<a href=3D"http://www.andersonee.com" target=3D"_blank">http://www.anderson=
ee.com</a><br>
<a href=3D"http://www.eicommander.com" target=3D"_blank">http://www.eicomma=
nder.com</a></span></font></p>

</div>

</div>

</div>


</blockquote></div><br><div style=3D"visibility: hidden; left: -5000px; pos=
ition: absolute; z-index: 9999; padding: 0px; margin-left: 0px; margin-top:=
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x; text-align: left; line-height: 130%;" id=3D"avg_ls_inline_popup">
</div>

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