flyrotary@lancaironline.net Mailing List Archive

Rich,

My normal, not in a hurry settings.

38" MP / 7000 rpm for takeoff and initial climb with F/A 12.5-12.0. Cruise climb 5800 rpm 30-32" MP F/A 13.5- 12.5. Preferred cruise rpm 4800- 5200 At less than 30" MP and F/A 15.8-16.0. Full throttle. Prop rpm controls engine rpm and super charger bypass controls MP. A turbo charger and automotive waste gate would likely require throttle management during high rpm operations.

Bobby Hughes

Super charged Renesis with electric MT prop.

(New Turbo charger and a 20B on the bench- still haven't made a decision about upgrading the RV10. )

Sent from my iPad

On Jun 7, 2015, at 9:34 AM, ARGOLDMAN <flyrotary@lancaironline.net> wrote:

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