X-Junk-Score: 0 [] X-Cloudmark-Score: 0 [] X-Cloudmark-Analysis: v=2.3 cv=PbaBeRpd c=1 sm=1 tr=0 a=2+puQm0sx5QBxHG8CEjnHQ==:117 a=55z/sxGcUIPVrBMYBb4HRw==:17 a=x7bEGLp0ZPQA:10 a=_Z_nqdSeG58A:10 a=_RQrkK6FrEwA:10 a=DAwyPP_o2Byb1YXLmDAA:9 a=Ia-xEzejAAAA:8 a=K9YiWmrbAAAA:8 a=W-IJHtK-AAAA:8 a=5lucXWJGAAAA:8 a=UKPAHat8AAAA:8 a=xPyZ54XvAAAA:8 a=pGLkceISAAAA:8 a=jV3BzgDzAAAA:8 a=o1OHuDzbAAAA:8 a=jThZ7_-JAAAA:8 a=7g1VtSJxAAAA:8 a=pxClZ8UQvWaUsKGoF74A:9 a=1f3W9NjcNsJwpJ-a:21 a=l1UtAmfaIxg21R19:21 a=QEXdDO2ut3YA:10 a=KGhxpC5zL1cA:10 a=Qa1je4BO31QA:10 a=lbVkQV85mo0A:10 a=F6a2BMeBdsAA:10 a=gvSQh4r-fQ0A:10 a=S0wkRrzPavQA:10 a=yMhMjlubAAAA:8 a=SSmOFEACAAAA:8 a=z1GM8fS1M7H02SJe:21 a=nCfYT8biSVKeOBnR:21 a=zvRpPHyfGsQMd9Fp:21 a=gKO2Hq4RSVkA:10 a=UiCQ7L4-1S4A:10 a=hTZeC7Yk6K0A:10 a=frz4AuCg-hUA:10 a=Urk15JJjZg1Xo0ryW_k8:22 a=4fN42X7Z35HiWFx1RDDL:22 a=PjCiafSWRo16AjQHjZXP:22 a=tjNemD4wtFR24VrVMQME:22 a=Fc6xXSS-RxGHxrvp76Qp:22 a=LQCduUwlY3eUW_MavTj7:22 a=9Uz93n4haClHrRxSevy5:22 a=5YQ6H4ZxyGn-KoBYtt8s:22 a=NVbvhy2gKIdozzgvQOKv:22 a=grOzbf7U_OpcSX4AJOnl:22 a=pHzHmUro8NiASowvMSCR:22 a=nt3jZW36AmriUCFCBwmW:22 From: " 12348ung@gmail.com" Received: from mail-pj1-f50.google.com ([209.85.216.50] verified) by logan.com (CommuniGate Pro SMTP 6.2.14) with ESMTPS id 508014 for flyrotary@lancaironline.net; Thu, 09 Jul 2020 04:11:21 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.216.50; envelope-from=12348ung@gmail.com Received: by mail-pj1-f50.google.com with SMTP id md7so766291pjb.1 for ; Thu, 09 Jul 2020 01:11:23 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20161025; h=from:to:references:in-reply-to:subject:date:message-id:mime-version :thread-index:content-language; bh=UPbQNlxbYqutZDx2FO4JSRzVPFDwmKcx8+oowBoJAf8=; b=WT1nswMErjWc26fvHDroUPa+VLPiHmCy8WwKWQ3uF/3f/ZaqNKEFb2QhdWLjLCRXTh 08GuMCZWwOyLGrc7H75tmX9Rjt4njtRJsM9+mR5i5eswLKnMuqNRx6vXjSKhizpEJVhI AtNthN80D+j/YtIvM6Ri807XAIssSK8oKFz4t4cV6AqOGzDOHWCTah53wZh9/G1BqCQZ iWxMjaYrmcjf9+P04h76nicKMuczT/Zy7lARVJpB3PqeeApyjyTOiI7/vHLL5et69+DE y4WDU2Y4+hNPygp7P6YXMhbx8i3oaZHf5WSmJhkGLjVgiMyiAVRwp3UGzLtDMTqKhWRk HifA== X-Google-DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=1e100.net; s=20161025; h=x-gm-message-state:from:to:references:in-reply-to:subject:date :message-id:mime-version:thread-index:content-language; bh=UPbQNlxbYqutZDx2FO4JSRzVPFDwmKcx8+oowBoJAf8=; b=XvzRjwgcTTGIgihStigQeu05mJO57HFoVxrDYbGM/U0Sa++AEvNebAor5kNjnDJiCO 7D0lBy/SRSqYOzy+opYI8qQEZtFHzYCJ1qmXg9/GlBSDxdA1y5CI0DxHis9CmAsBp8e4 7TR8jXSlluvNAkcmuPvzkw3yIXd7dsLNSsZEqJljqB03lkKh+2RGLbi8GHjhlXsLFZzf iMOnQXCasQyiyuWqxcCEr+7ehwqijituehDCCZwoj+8XXIoK54bW8En7fJLGB5tXt0E2 3nAZgiQ/XNMTVBUftldJ+KgilEQWrFWFeQfORnFdII0zV39NcTHGB9BvpL2G5Pp1fmQ0 ItdA== X-Gm-Message-State: AOAM5321URvECqykaffAkLqT4JSI3SCZuFoo9JDz4xZtPc6pfJFK6Ga4 5IFkOtWkPp0ab//JI8a7UoXd7Yv0 X-Google-Smtp-Source: ABdhPJyyxNSoDw0TeTRZoisMcGs00U+CPUEpm93oeYvVf94cvqtwdUSaRYXD9clRcEshZc7nVTY/DA== X-Received: by 2002:a17:90b:3809:: with SMTP id mq9mr13380152pjb.156.1594282264669; Thu, 09 Jul 2020 01:11:04 -0700 (PDT) Return-Path: <12348ung@gmail.com> Received: from UserPC ([103.198.24.78]) by smtp.gmail.com with ESMTPSA id n15sm1784529pjf.12.2020.07.09.01.11.02 for (version=TLS1_2 cipher=ECDHE-ECDSA-AES128-GCM-SHA256 bits=128/128); Thu, 09 Jul 2020 01:11:04 -0700 (PDT) To: "'Rotary motors in aircraft'" References: In-Reply-To: Subject: RE: [FlyRotary] Re: Mufflers Date: Thu, 9 Jul 2020 18:10:57 +1000 Message-ID: <008201d655c8$7bd14220$7373c660$@gmail.com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0083_01D6561C.4D7FC320" X-Mailer: Microsoft Outlook 16.0 Thread-Index: AQDB7h3wBsuhbBv5YugtXy0XXgENQasns4mA Content-Language: en-us This is a multipart message in MIME format. ------=_NextPart_000_0083_01D6561C.4D7FC320 Content-Type: text/plain; charset="utf-8" Content-Transfer-Encoding: quoted-printable Mat, Just what did you do in the end to quieten the beast? = Just cutting up my manifold a second time as I did not measure properly = and if I was happy with the exhaust pipe comin through the cab at knee = level it would have been great. Now welding up the manifold a second = time to take the turbo. May Just fit this time. Then comes the = shifting of the engine mount, the relocating of the inlet manifold = before I even start on the intercooler and fibreglass. This will be = real quick!! Neil. =20 From: Rotary motors in aircraft =20 Sent: Thursday, July 9, 2020 10:10 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Mufflers =20 Sadly, by the time the welder and I finished, I only got about 2 hours = on the plane before I had to pack up my winter trip. I was planning to = go back in March to FL (I live in Canada) to start flying off the 25 = hours, but you know how that all went. So I'm just sitting here waiting = for the borders to open up and fly my plane! Early conclusion is it worked pretty darn good. I'd say I'm equivalent = to an IO-360, maybe a tad quieter. Also on ground testing only, I = quickly mocked up a long tube under the plane with holes drilled in it = (with the end capped off), and it pretty much got rid of all the engine = noise, only prop noise. Haven't flown with that yet. One thing I still = want to do is test the backpressure. Making sure the CAN has enough = holes inside. The best price I found on 321 was from ProFabrication. I went with 2.75" = 20ga (0.035") on the downpipe & outlet. https://www.profabrication.com/index.php/products/straight-tubing/321-sta= inless-steel.html I did use SPD Exhaust for the double slip joints at the primaries and = downpipe. 2" 16ga (0.06") http://www.spdexhaust.com/pdfs/22-23_Tubing.pdf =20 For the CAN, McMasterCarr 24"x24" 18ga (0.05") rolled into I think a 5 = or 5.5" can. You can go heavier ga, I just guessed.=20 https://www.mcmaster.com/1754T51/ =20 - Matt Boiteau =20 =20 On Wed, Jul 8, 2020 at 2:35 PM Bobby J. Hughes bhughes@qnsi.net = > wrote: I=E2=80=99m at the exhaust header stage in my S21 FWF build. I=E2=80=99m = considering a traditional header, 3-1 merge collector with = 1.75=E2=80=9D primaries to a 2.5=E2=80=9D tube. I=E2=80=99m trying to be = very weight conscious and looking for possible alternatives. The CA = manifold can likely be built for nearly the same weight as the header = design in the picture. I=E2=80=99m a little concerned with the = tangential design. Mark S. built and tested one on his 20B. It ran hot = and caused the outer water jacket seals to fail. Mark was not running a = wideband so he couldn=E2=80=99t see a clear relationship between F/A and = EGT=E2=80=99s. He may have be running at or near peak EGT=E2=80=99s. = EGT=E2=80=99s for the renesis can be kept to between 1500F -1600F with a = little extra or a little less fuel. I will like install the coolant = radiator on the belly so adding an external muffler would keep it off = centerline.=20 =20 I have located some reasonable priced Inconel 625 0.040 sheets. If = rolled into a 5-6=E2=80=9D tube, would this thickness be sufficient for = a muffler shell or the CA / tangential manifold tube? =20 Matt, =20 How is your CA header holding up? =20 Thanks, =20 Bobby =20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net = ]=20 Sent: Saturday, January 25, 2020 7:53 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Mufflers =20 Okay so after 2 full days of having our welder out, finally brought the = CAD design to life. Except both days were all nighters, so I was too = tired and busy to take 'in progerss' pictures. Was tricky to build, = which made the hourly welding cost sky high, more then the engine = itself. Hopefully that means I can save money in the future on hearing = aids. Thanks Charlie for the tip on the spectrum analyzer. I didn't get any = before numbers, but it's all low Hz now. That harsh high pitch is gone. = Db's are still there, but I'd say with just the muffler design, it's = comparable to typical lycoming. I can start to hear the prop noise over = the engine noise. I measured back pressure around 3.5psi @ 2200rpm prop. I ran out of time to flight test the long pipe under the airplane. I = quickly held it up with my hands and the exhaust pretty much disappeared = with the prop taking over the noise. Before flying, I want to add = backpressure gauge to that part and drill holes to find a balance = between backpressure and noise. =20 SO the "header" muffler should make quite like any other plane, and the = "under belly" pipe will make you standout in silence. =20 Since this email type newsletter is from the dinosaur ages, I'll add = pictures and video to = https://www.homebuiltairplanes.com/forums/threads/exhaust-within-subcowl.= 30848/page-2#post-512762 =20 - Matt Boiteau On 2020-01-18 5:29:51 PM, Matt Boiteau > wrote: Have started on the exhaust. Made all three primaries 2" double slip = joints (that alone took almost a whole day with welder). The big can (CA = - Centrifugal Accumulator) rolled into a 5" can and we'll secure it to = the engine with straps. The inside pipe is 2.75" which has an area of 5.94sq". I'm not sure if = there's a magic number, but all the holes I drilled equaled to just = under double the area (11sq"). Most are 3/8, but I did add some 1/2 to = get the total area up. Could we get away with drilling less holes? Not = sure. I'll be able to drill out one side end of the CA and pull out the = inner tube and change out. Will experiment later with less holes and = monitor back pressure. Will weld a npt bung on the CA and use the = wideband bung to measure the different. The previous exhaust with just an Aero Turbine 2525XL, measured ~113dBA. = With nothing, was closer to 120dBA. Funny around 2000 prop rpm was = louder then at 2300 full static.=20 =20 - Matt Boiteau On 2020-01-07 12:19:23 AM, Matt Boiteau mattboiteau@gmail.com = > wrote: Okay I'll make all 3 primary tubes (2" diameter) all double slip fit. = Welding batwing tabs (picture below) on to either side on the slips, = will hold the muffler to the header but allow expansion. =20 Having troubles finding 2.75" bends in 321, so I might have to just = switch to 3" downpipe that is more common. Vband clamp before downpipe = for easier removal and under the plane to allow adding additional = exhaust setups (long pipe with holes drilled in it, fishmouth tailpipe, = etc) I found a company that makes flex bellows in 321. I'm just not sure if I = should have it vertical on the downpipe or close to the muffler = horizontal before the first 90degree bend downwards. https://www.aceraceparts.com/products/3-000-flex-bellow-assembly-321-stai= nless?variant=3D11067135556 =20 =20 Batwing tabs =20 - Matt Boiteau On 2020-01-03 4:22:18 PM, Neil Unger 12348ung@gmail.com = > wrote: Mat, As usual I have no idea. I made all 3 slip joints and = to date no grief in that area. I am coming around to the stock manifold = in some way. Yes it is heavy, but appears to muffle the noise as well. = Know of 2 installations that use the stock manifold with a simple = muffler after and both claim "acceptable" noise. It appears that the = stock manifold has a big influence on noise?? Would prefer a DB = reading, but if not available it is what it is. All is compromise, = weight, cost, time, but at the end of the day it has to work. =20 Still working on the turbo even though the world is on holidays. All to = save my hearing. So far the rotary is definitely "unique" as far as a = turbo is concerned. The heat generated exceeds all else. Two things to = date -- special exhaust wheel and water cooled bearing body =3D, all for = heat. Have modified the stock front plate on the renesis to take an = electric water pump. That is the simple bit. Neil. On 1/4/2020 5:37 AM, Matt Boiteau mattboiteau@gmail.com = wrote: okay I found a good company called SPD Exhaust. They have everything you = need in 321ss. With the engine being an RX8, we have three exhaust ports. Should I weld = the front and back solid to the muffler, and make the middle one a slip = fit for expansion? Or vice-vesa? =20 - Matt Boiteau On 2019-12-28 11:03:42 AM, Finn Lassen finn.lassen@verizon.net = = wrote: I did something similar with my RV-3 13B decades ago. It split open at = the welds around one of the pipes from the manifold into the the big = outer tube. True, it did use individual manifold base plates, not the = connected factory manifold and the big tube was only 0.035. Still, I would recommend slip joints on two of the three pipes, like I = added on one of the pipes (cut through and a surrounding bigger pipe -- = missing in picture). Can't remember why I went from the above to individual runners into a = perforated pipe under the fuselage. Probably got lured by promise of = increased power by tuned lengths and still uncomfortable by the muffler = being inside the cowling. Finn On 12/28/2019 12:10 AM, Matt Boiteau mattboiteau@gmail.com = wrote: This is what I'm going to try in a few weeks. =20 "Exhaust valve opens and a pulse of hot gas puffs out through a short = pipe, then tangentially into a cylindrical canister. Being tangential, = the pulse flattens out and travels helically (rather than bouncing and = reverberating around) along the inside curved wall of the can, spiraling = toward the exit, where it comes out more uniform in flow and so pretty = quiet." =20 Outer pipe =3D 321 ss 0.050 thick. Flat plate bent to a 5" tube Inner pipe =3D 321 ss 0.036 thick. 2.5" diameter (I might use 302ss 0.065 since I already have it) =20 From my understanding, the area of the holes should be double the area = of the inner pipe.=20 =20 - Matt Boiteau =20 =20 Disclaimer The information contained in this communication from the sender is = confidential. It is intended solely for use by the recipient and others = authorized to receive it. If you are not the recipient, you are hereby = notified that any disclosure, copying, distribution or taking action in = relation of the contents of this information is strictly prohibited and = may be unlawful. This email has been scanned for viruses and malware, and may have been = automatically archived by Mimecast Ltd, an innovator in Software as a = Service (SaaS) for business. Providing a safer and more useful place for = your human generated data. Specializing in; Security, archiving and = compliance. To find out more Click Here = . -- Homepage: http://www.flyrotary.com/ Archive and UnSub: = http://mail.lancaironline.net:81/lists/flyrotary/List.html ------=_NextPart_000_0083_01D6561C.4D7FC320 Content-Type: text/html; charset="utf-8" Content-Transfer-Encoding: quoted-printable

Mat,

=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0= =C2=A0=C2=A0=C2=A0=C2=A0 Just what did you do in the end to quieten the = beast?=C2=A0 Just cutting up my manifold a second time as I did not = measure properly and if I was happy with the exhaust pipe comin through = the cab at knee level it would have been great.=C2=A0 Now welding up the = manifold a second time to take the =C2=A0turbo.=C2=A0 May Just fit this = time.=C2=A0 Then comes the shifting of the engine mount, the relocating = of the inlet manifold before I even start on the intercooler and = fibreglass.=C2=A0 This will be real quick!!

Neil.

 

From: Rotary motors in aircraft = <flyrotary@lancaironline.net>
Sent: Thursday, July 9, = 2020 10:10 AM
To: Rotary motors in aircraft = <flyrotary@lancaironline.net>
Subject: [FlyRotary] Re: = Mufflers

 

Sadly, = by the time the welder and I finished, I only got about 2 hours on the = plane before I had to pack up my winter trip. I was planning to go back = in March to FL (I live in Canada) to start flying off the 25 hours, but = you know how that all went. So I'm just sitting here waiting for the = borders to open up and fly my plane!

Early conclusion is it = worked pretty darn good. I'd say I'm equivalent to an IO-360, maybe = a tad quieter. Also on ground testing only, I quickly mocked up a long = tube under the plane with holes drilled in it (with the end capped off), = and it pretty much got rid of all the engine noise, only prop noise. = Haven't flown with that yet. One thing I still want to do is test the = backpressure. Making sure the CAN has enough holes inside.

The = best price I found on 321 was from ProFabrication. I went with = 2.75" 20ga (0.035") on the downpipe & outlet.
https://www.profabrication.com/index.php/produ= cts/straight-tubing/321-stainless-steel.html

I did use SPD = Exhaust for the double slip joints at the primaries and downpipe. = 2" 16ga (0.06")
http://www.spdex= haust.com/pdfs/22-23_Tubing.pdf  

For the CAN, = McMasterCarr 24"x24" 18ga (0.05") rolled into I think a 5 = or 5.5" can. You can go heavier ga, I just guessed. 
https://www.mcmaster.com/1754T= 51/  

- Matt = Boiteau

 

 

On = Wed, Jul 8, 2020 at 2:35 PM Bobby J. Hughes bhughes@qnsi.net <flyrotary@lancaironline.net> wrote:

I=E2=80=99m at the exhaust header stage in my = S21 FWF build. I=E2=80=99m considering a traditional header,  3-1 = merge collector with 1.75=E2=80=9D primaries to a 2.5=E2=80=9D tube. = I=E2=80=99m trying to be very weight conscious and looking for possible = alternatives. The CA manifold can likely be built for nearly the same = weight as the header design in the picture. I=E2=80=99m a little = concerned with the tangential design. Mark S. built and tested one on = his 20B. It ran hot and caused the outer water jacket seals to fail. = Mark was not running a wideband so he couldn=E2=80=99t see a clear = relationship between F/A and EGT=E2=80=99s.  He may have be running = at or near peak EGT=E2=80=99s. EGT=E2=80=99s for the renesis can be kept = to between 1500F -1600F with a little extra or a little less fuel. I = will like install the coolant radiator on the belly so adding an = external muffler would keep it off centerline.

 

I have located some reasonable priced Inconel = 625 0.040 sheets. If rolled into a 5-6=E2=80=9D tube, would this = thickness be sufficient for a muffler shell or the CA / tangential = manifold tube?

 

Matt,

 

How is your CA header holding = up?

 

Thanks,

 

Bobby

 

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
Sent: = Saturday, January 25, 2020 7:53 PM
To: Rotary motors in = aircraft
Subject: [FlyRotary] Re: = Mufflers

 <= /o:p>

Oka= y so after 2 full days of having our welder out, finally brought the CAD = design to life. Except both days were all nighters, so I was too tired = and busy to take 'in progerss' pictures. Was tricky to build, which made = the hourly welding cost sky high, more then the engine itself. Hopefully = that means I can save money in the future on hearing aids.

Thanks = Charlie for the tip on the spectrum analyzer. I didn't get any = before numbers, but it's all low Hz now. That harsh high pitch is gone. = Db's are still there, but I'd say with just the muffler design, it's = comparable to typical lycoming. I can start to hear the prop = noise over the engine noise. I measured back pressure around 3.5psi @ = 2200rpm prop.

I ran out of time to flight test the long pipe = under the airplane. I quickly held it up with my hands and the exhaust = pretty much disappeared with the prop taking over the noise. Before = flying, I want to add backpressure gauge to that part and drill holes to = find a balance between backpressure and = noise.

&nb= sp;

SO = the "header" muffler should make quite like any other plane, = and the "under belly" pipe will make you standout = in silence.

&nb= sp;

Sin= ce this email type newsletter is from the dinosaur ages, I'll = add pictures and video to https://www.homebuiltairplanes.com= /forums/threads/exhaust-within-subcowl.30848/page-2#post-512762

&nb= sp;

- = Matt Boiteau

O= n 2020-01-18 5:29:51 PM, Matt Boiteau <mattboiteau@gmail.com> = wrote:

Hav= e started on the exhaust. Made all three primaries 2" double slip = joints (that alone took almost a whole day with welder). The big can (CA = - Centrifugal Accumulator) rolled into a 5" can and we'll = secure it to the engine with straps.

The inside pipe is = 2.75" which has an area of 5.94sq". I'm not sure if there's a = magic number, but all the holes I drilled equaled to just under double = the area (11sq"). Most are 3/8, but I did add some 1/2 to get the = total area up. Could we get away with drilling less holes? Not = sure. I'll be able to drill out one side end of the CA and pull out the = inner tube and change out. Will experiment later with = less holes and monitor back pressure. Will weld a npt bung on the CA and = use the wideband bung to measure the different.

The previous = exhaust with just an Aero Turbine 2525XL, measured ~113dBA. With = nothing, was closer to 120dBA. Funny around 2000 prop rpm was louder = then at 2300 full static. 

&nb= sp;

- = Matt Boiteau

O= n 2020-01-07 12:19:23 AM, Matt Boiteau mattboiteau@gmail.com <flyrotary@lancaironline.net> = wrote:

Oka= y I'll make all 3 primary tubes (2" diameter) all double slip fit. = Welding batwing tabs (picture below) on to either side on the = slips, will hold the muffler to the header but allow = expansion.

&nb= sp;

Hav= ing troubles finding 2.75" bends in 321, so I might have to just = switch to 3" downpipe that is more common. Vband clamp before = downpipe for easier removal and under the plane to allow adding = additional exhaust setups (long pipe with holes drilled in it, fishmouth = tailpipe, etc)

I found a company that makes flex bellows in 321. I'm just not sure if = I should have it vertical on the downpipe or close to the muffler = horizontal before the first 90degree bend downwards.
https://www.aceraceparts.com/products/3-000-flex-bellow= -assembly-321-stainless?variant=3D11067135556

<= /p>

&nb= sp;

&nb= sp;

Bat= wing tabs

<= /p>

&nb= sp;

- = Matt Boiteau

O= n 2020-01-03 4:22:18 PM, Neil Unger 12348ung@gmail.com <flyrotary@lancaironline.net> = wrote:

Mat= ,

&nb= sp;           &nbs= p;     As usual I have no idea.  I made all 3 = slip joints and to date no grief in that area.  I am coming around = to the stock manifold in some way.  Yes it is heavy, but appears to = muffle the noise as well.  Know of 2 installations that use the = stock manifold with a simple muffler after and both claim = "acceptable" noise. It appears that the stock manifold has a = big influence on noise??  Would prefer a DB reading, but if not = available it is what it is.  All is compromise, weight, cost, time, = but at the end of the day it has to work.  =

Sti= ll working on the turbo even though the world is on holidays.  All = to save my hearing.  So far the rotary is definitely = "unique" as far as a turbo is concerned.  The heat = generated exceeds all else.  Two things to date -- special exhaust = wheel and water cooled bearing body =3D, all for heat.  Have = modified the stock front plate on the renesis to take an electric water = pump.  That is the simple bit.

Nei= l.

On = 1/4/2020 5:37 AM, Matt Boiteau mattboiteau@gmail.com = wrote:

oka= y I found a good company called SPD Exhaust. They have everything you = need in 321ss.

With the engine being an RX8, we have three = exhaust ports. Should I weld the front and back solid to the muffler, = and make the middle one a slip fit for expansion? Or = vice-vesa?

&nb= sp;

- = Matt Boiteau

O= n 2019-12-28 11:03:42 AM, Finn Lassen finn.lassen@verizon.net <flyrotary@lancaironline.net> = wrote:

I = did something similar with my RV-3 13B decades ago. It split open at the = welds around one of the pipes from the manifold into the the big outer = tube. True, it did use individual manifold base plates, not the = connected factory manifold and the big tube was only = 0.035.

Still, I would recommend slip joints on two of the three = pipes, like I added on one of the pipes (cut through and a surrounding = bigger pipe -- missing in picture).



Can't remember why I = went from the above to individual runners into a perforated pipe under = the fuselage. Probably got lured by promise of increased power by tuned = lengths and still uncomfortable by the muffler being inside the = cowling.

Finn

On 12/28/2019 12:10 AM, Matt Boiteau mattboiteau@gmail.com = wrote:

Thi= s is what I'm going to try in a few weeks.  =

&qu= ot;Exhaust valve opens and a pulse of hot gas puffs out = through a short pipe, then tangentially into a cylindrical canister. Being tangential, the = pulse flattens out and travels helica= lly (r= ather than bouncing and reverberating around) along the inside curved = wall of the can, spiraling toward the exit, where it comes out more = uniform in flow and so pretty = quiet."

&nb= sp;

Out= er pipe =3D 321 ss 0.050 thick. Flat plate bent to a 5" = tube

Inn= er pipe =3D 321 ss 0.036 thick. 2.5" = diameter

(I = might use 302ss 0.065 since I already have = it)

&nb= sp;

Fro= m my understanding, the area of the holes should be double the area of = the inner pipe. 

&nb= sp;

- = Matt = Boiteau

&nb= sp;

 

Disclaimer

= The information contained in this communication from the sender is = confidential. It is intended solely for use by the recipient and others = authorized to receive it. If you are not the recipient, you are hereby = notified that any disclosure, copying, distribution or taking action in = relation of the contents of this information is strictly prohibited and = may be unlawful.

This email has been scanned for viruses and = malware, and may have been automatically archived by Mimecast = Ltd, an innovator in Software as a Service (SaaS) for business. = Providing a safer and more useful place for your human = generated data. Specializing in; Security, archiving and compliance. To = find out more Click Here.

--
Homepage:  http://www.flyrotary.com/
Archive and = UnSub:   http://mail.lancaironline.net:81/lists/flyrotary/List.h= tml

------=_NextPart_000_0083_01D6561C.4D7FC320--