X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 18 Feb 2008 14:46:18 -0500 Message-ID: X-Original-Return-Path: Received: from mail03.syd.optusnet.com.au ([211.29.132.184] verified) by logan.com (CommuniGate Pro SMTP 5.2.0) with ESMTPS id 2733557 for lml@lancaironline.net; Sun, 17 Feb 2008 08:32:42 -0500 Received-SPF: pass receiver=logan.com; client-ip=211.29.132.184; envelope-from=fredmoreno@optusnet.com.au Received: from fred ([202.139.5.198]) (authenticated sender fredmoreno) by mail03.syd.optusnet.com.au (8.13.1/8.13.1) with ESMTP id m1HDVhF2008691 for ; Mon, 18 Feb 2008 00:31:52 +1100 From: "Fred Moreno" X-Original-To: "Lancair Mail" Subject: [LML] Cold Induction, Power, and Speed X-Original-Date: Sun, 17 Feb 2008 22:31:45 +0900 X-Original-Message-ID: <007101c87169$778c7e60$c6058bca@fred> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0072_01C871B4.E7742660" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6822 Thread-Index: AchxaXBQsb/d0Jt7TvyRqlIKPVBGxw== X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3198 Importance: Normal This is a multi-part message in MIME format. ------=_NextPart_000_0072_01C871B4.E7742660 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit "There is a free lunch - or at least a cheap one." Right you are, Scotty! I merely was pointing out that one has to pay for more horsepower, or work for drag reductions. However... There may be another nearly free lunch. Exhaust thrust. I have a WWII NACA tech paper discussing the theoretical and experimental work done to determine the potential thrust from the exhaust of aspirated piston engines. The faster you go, the more effective it can be. So after evaluating all the cooling drag reduction work I have done, I plan to work on this area next. First I will have to wade through all the equations and data and attempt to understand and interpret it with my ever-shrinking neuronal capacity. That is a project for the latter half of the year. Trading more back pressure (and presumably some power loss) for thrust improvement (via exhaust nozzles) is an interesting trade-off. It is not a simple one. "Combining power gains with drag reductions [and perhaps some augmentation of exhaust thrust] results in significantly greater performance." Want to try some experiments? :-) Fred, AKA Captain Tuna, Chicken of the Skies ------=_NextPart_000_0072_01C871B4.E7742660 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

“There is a free lunch - or at least a cheap one.”

 

Right you are, Scotty!  I = merely was pointing out that one has to pay for more horsepower, or = work for drag reductions.

 

 

However…..

 

There may be another nearly free lunch.  Exhaust thrust. 

 

I have a WWII NACA tech paper = discussing the theoretical and experimental work done to determine the potential = thrust from the exhaust of aspirated piston engines.  The faster you go, = the more effective it can be.  So after evaluating all the cooling drag = reduction work I have done, I plan to work on this area next.

 

First I will have to wade through = all the equations and data and attempt to understand and interpret it with my ever-shrinking neuronal capacity. That is a project for the latter half = of the year. Trading more back pressure (and presumably some power loss) for = thrust improvement (via exhaust nozzles) is an interesting trade-off. =

 

It is not a simple = one.

 

 

“Combining= power gains with drag reductions [and perhaps some augmentation of exhaust thrust] results in significantly greater performance.”

 

Want to try some = experiments?

 

J

 

Fred, AKA

Captain Tuna, Chicken of the = Skies

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