X-Virus-Scanned: clean according to Sophos on Logan.com From: Received: from omr-m01.mx.aol.com ([64.12.143.75] verified) by logan.com (CommuniGate Pro SMTP 6.1.2) with ESMTPS id 7738420 for flyrotary@lancaironline.net; Sun, 07 Jun 2015 10:34:14 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.143.75; envelope-from=ARGOLDMAN@aol.com Received: from mtaomg-mae01.mx.aol.com (mtaomg-mae01.mx.aol.com [172.26.254.143]) by omr-m01.mx.aol.com (Outbound Mail Relay) with ESMTP id 997EB700000B8; Sun, 7 Jun 2015 10:33:39 -0400 (EDT) Received: from core-aba08b.mail.aol.com (core-aba08.mail.aol.com [172.27.22.8]) by mtaomg-mae01.mx.aol.com (OMAG/Core Interface) with ESMTP id 5276D38000081; Sun, 7 Jun 2015 10:33:39 -0400 (EDT) Full-name: ARGOLDMAN Message-ID: <1b8878.29ee7635.42a5b043@aol.com> Date: Sun, 7 Jun 2015 10:33:39 -0400 Subject: new operating question To: flyrotary@lancaironline.net, flyrotary@lancaironline.ne MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_1b8878.29ee7635.42a5b043_boundary" X-Mailer: AOL 9.7 sub 4049 X-Originating-IP: [67.167.236.80] x-aol-global-disposition: G DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=mx.aol.com; s=20140625; t=1433687619; bh=7hWTSIgYiVzrEDb+lpwyvIksvNegdOIOGJAEzeowzsc=; h=From:To:Subject:Message-ID:Date:MIME-Version:Content-Type; b=RoZ6hbYD2UFLLY1WK5v08F6njFLs91tQd7KI5eNOFWBLy15sdvg6WlIPrXSIqLYPZ rKAzKt3+OXcyFriAFSuYltOC5GppaJ9XZ2NVo+bLjyTBgsnxJoku74CBnSucyPlKsa IEF/TMMXeYyAczi8HZffsBY6L2XDA+49KtIeDzr0= x-aol-sid: 3039ac1afe8f557456437fa5 --part1_1b8878.29ee7635.42a5b043_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Greetings genlepeople of the rotary pursuasion, For those of you using variable pitch (C/S) props, an operating question that has been bugging me. Perhaps the collective wisdom of this group can set my mind at rest. In piston aircraft engines, the concept of running over squared MP vs RPM has been heavily questioned to the extent that some suggest running at full throttle all the time and controlling the power output via RPM (within reason). The thought is to, I believe, eliminate the induction restriction of the butterfly valve increasing the efficiency. Now we have a rotor spinning, a gear box gearing and a propeller propelling. Does this concept hold true for the rotaries. What are people doing in terms of setting power after take off (full throttle max RPM). My enquiring and rotating mind wants to know. (Unturbocharged Renesis with RD1-c Box) Thanks Rich --part1_1b8878.29ee7635.42a5b043_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Greetings genlepeople of the rotary pursuasion,

For those of you using variable pitch (C/S) props, an operating quest= ion=20 that has been bugging me. Perhaps the collective wisdom of this group can= set my=20 mind at rest.

In piston aircraft engines, the concept of running over squared = =20 MP vs RPM has been heavily questioned to the extent that some suggest= =20 running at full throttle all the time and controlling the power output via= RPM=20 (within reason). The thought is to, I believe, eliminate the induction=20 restriction of the butterfly valve increasing the efficiency.

Now we have a rotor spinning, a gear box gearing and a propeller=20 propelling. Does this concept hold true for the rotaries. What are people= doing=20 in terms of setting power after take off (full throttle max RPM).

My enquiring and rotating mind wants to know.

(Unturbocharged Renesis with RD1-c Box)

Thanks

Rich

--part1_1b8878.29ee7635.42a5b043_boundary--