X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from poplet2.per.eftel.com ([203.24.100.45] verified) by logan.com (CommuniGate Pro SMTP 5.3.7) with ESMTP id 4328777 for flyrotary@lancaironline.net; Thu, 27 May 2010 20:41:07 -0400 Received-SPF: none receiver=logan.com; client-ip=203.24.100.45; envelope-from=lendich@aanet.com.au Received: from sv1-1.aanet.com.au (mail.aanet.com.au [203.24.100.34]) by poplet2.per.eftel.com (Postfix) with ESMTP id C605B1737BD for ; Fri, 28 May 2010 08:40:28 +0800 (WST) Received: from ownerf1fc517b8 (203.171.92.134.static.rev.aanet.com.au [203.171.92.134]) by sv1-1.aanet.com.au (Postfix) with SMTP id D6E9ABEC016 for ; Fri, 28 May 2010 08:40:26 +0800 (WST) Message-ID: <99F515D7F54C4CFDB98D3EC1A29ED108@ownerf1fc517b8> From: "George Lendich" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] a/R ratio : [FlyRotary] Re: Rotary HP revisited Date: Fri, 28 May 2010 10:40:26 +1000 MIME-Version: 1.0 Content-Type: multipart/related; type="multipart/alternative"; boundary="----=_NextPart_000_0046_01CAFE52.2EF482B0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.5931 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5931 X-Antivirus: avast! (VPS 100527-1, 05/27/2010), Outbound message X-Antivirus-Status: Clean This is a multi-part message in MIME format. ------=_NextPart_000_0046_01CAFE52.2EF482B0 Content-Type: multipart/alternative; boundary="----=_NextPart_001_0047_01CAFE52.2EF482B0" ------=_NextPart_001_0047_01CAFE52.2EF482B0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Ed, I've been trying to understand that for years - Thanks. George ( down under) Ok, Chris, =20 If you are going to "blow" your rotary, ya gotta use the correct = terminology {:>). The correct terminology is the a/R ratio or " a R = ratio" rather than "aspect ratio - not bad" which is actually the ratio = of the exhaust area of the turbine outlet to the radius of the center of = that area from the turbine shaft. (see drawing below) =20 As you might imagine the more "a" or area of your turbine exhaust = compared to the radius of its blades the more exhaust gas can "escape" = around the blades without imparting its full force. So with more "a" it = takes more exhaust gas volume to drive the blades to the same rpm. For = a sports car feel, a small a/R means the smaller area forces the exhaust = gas to interact more with the blades and gives you more Zoom at lower = engine speeds. Whereas for aircraft use you generally want more power = at higher rpm (no need at lower rpm {:>)) therefore normally an a/R of = around 1.0 or close to it is desired. Depends on a lot of factors, but = that's it in a nutshell. Turbocharger Area Ratio A/R The other consideration is the A/R. It determines when the turbine = starts to spool. The turbine housing A/R is the cross sectional area of = the turbine housing divided by the distance from the center of that = cross section to the center of the wheel. This makes sense if you look = at the graphic.=20 If you take for example, the area in A1 and divide it by R1, you will = have found the A/R for this turbine housing. Each cross section and = radius have the same proportions so the A/R will be found by using any = cross section/radius.=20 Common turbine housing A/R's are .58, .69, .81, .84, .96 and 1.00. The = turbine will start to spool sooner with a .58 A/R, and later with a 1.00 = A/R. Lag will be a problem if the A/R is too large, but if it's too = small, the turbo will run out of steam and be nothing more than a = restriction.=20 =20 If It works fine for John, it should work fine for you. =20 Ed =20 Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://www.andersonee.com http://www.dmack.net/mazda/index.html http://www.flyrotary.com/ http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.rotaryaviation.com/Rotorhead%20Truth.htm -------------------------------------------------------------------------= ----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] = On Behalf Of Chris Barber Sent: Thursday, May 27, 2010 6:27 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Rotary HP revisited =20 When I ordered my prop from IVO I pretty much had them send me exactly = what John had. He actually said..."you want what John Slade has?" At = the time, IIRC, it was a 68" at the time so that is what I believe I = currently have. =20 I too have the 2.17 redrive. I hav yet to order the module from IVO = for it to regulate RPM. May do so soon. =20 John,=20 =20 I think you and I have the same aspect ratio of 96 (?). My first = start with the turbo was with a six pound spring but on advice of a = trusted friend who has more experience, I replaced it with a three pound = spring to start out with. It was the three pound spring that I ran = yesterday. We are thinking that minor boost should be a better starting = point and reduce potential problems. Should we want more later and = determine it is prudent, we can increase it. The "Performance" = wastegate comes with various springs that can be used individually or in = combination from as low as 1.5 lbs upt to 25 lbs + (I believe). =20 The wastegate is located behind the turbo. See the attached photo. = Since this shot was taken about two weeks ago, I have replaced the blue = oil line with a stainless one with a 90 degree fitting. I have also = fabricated and installed an additional weight support to bear some of = the load off of the turbo manifold. =20 I will post more pictures in separate emails so not go over size = limits. =20 Chris Barber -------------------------------------------------------------------------= ----- From: Rotary motors in aircraft [flyrotary@lancaironline.net] on = behalf of John Slade [jslade@canardaviation.com] Sent: Thursday, May 27, 2010 9:40 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Rotary HP revisited Hi Kelly,=20 My IVO is 66 (I found 68 gave too little ground clearance), 3 blade = and the higher pitch. Yes, it's a 2.17. Regards, John Kelly Troyer wrote:=20 John , What is your "IVO" diameter, number of blades and are your = blades the 30 to 90 or 45 to105 degree pitch ? If I remember correctly you have the 2.17 to 1 RD1B = gearbox.................=20 =20 Kelly Troyer "Dyke Delta"_13B ROTARY Engine "RWS"_RD1C/EC2/EM2 "Mistral"_Backplate/Oil Manifold=20 =20 =20 -------------------------------------------------------------------------= ----- From: John Slade To: Rotary motors in aircraft Sent: Thu, May 27, 2010 8:44:43 AM Subject: [FlyRotary] Re: Rotary HP reviisted....now that I know more = about it all...kinda. Hi Ed, Chris,=20 That all makes sense, but I can add something from experience with the = IVO prop - The minimum pitch setting seems to optimum for take-off = power. When I changed from a big fixed pitch prop to an IVO at minimum = pitch the difference in acceleration was very marked. I have never taken = off with the pitch at a higher setting than minimum, so I can't attest = to the effect, but if you forget to put the pitch on full fine on the = downwind, a go-around is much less doable.=20 Something else about the IVO that might help, Chris, is that when you = throttle back on final the airplane will want to slow down quite = quickly. This is somewhat unexpected if you're used to a fixed pitch = prop that tends to make the airplane float on final. The combination of = fine pitch at idle, both rudders and the landing brake make a Cozy (or = Velocity I would think) come down like an elevator.=20 One way to check that you have enough power would be to measure how = much runway you use to reach, say, 70kts. If it's more than 2000' I'd = say you're under powered. With a turbo and an IVO the acceleration = should feel like a good sports car, and the increase from 70 kts to = flying speed will only take a few seconds. My 2c. John to Ed Anderson wrote:=20 No easy answer - to all the nuances of producing power, Chris.=20 =20 200 HP is a possibility depending on lots of factors (like your total = induction system set up, however, I believe that 180 HP is more in line = with the likely maximum on the older 13B. The Renesis a bit more/ =20 Fuel flow is as much an indication of power as anything short of a = dyno and/or extensive aircraft performance numbers.=20 =20 RPM (in my opinion) has too many variables - like I have a 74x88 = prop with a 2.85:1 gearbox and can turn 6000-6200 rpm static - does = that mean I am making more or less HP than you at 6200 rpm at 35" Hg. = It all depends on what prop load each of our engines are seeing at that = rpm. Generally as a rough rule of thumb you can figure 10 hp per = gallon/hour of fuel flow. So it you have a fuel flow of 16 gallon/hour = then your engine could be producing around 160 HP. 18 GPH =3D 180 HP, = etc. Now your power won't be more than that, but it could be less. The = rotary can flow considerably more fuel without making useful power than = a piston engine, but it is a useful rule of thumb. =20 I street ported my 91 Turbo block myself using a Mazdatrix street port = template. I went through 5 intake designs and several muffler = experiments before finding one that appear to give me the power I = wanted. On a cold morning with OAT < 50F, I can get up to 6200 rpm and = 18-20 GPH fuel flow with the 74x88 prop. So I feel I have my set up = just about as good as its going to get - short of a forced induction = system. =20 With your prop set at max fine pitch, you have reduced the prop load = on your engine to a minimum - that permits your rpm to be at a maximum - = but, that does NOT mean you are producing the power and more importantly = - the thrust needed for safe flight. =20 Don't be mislead by rpm. As an extreme example to make my point, = Without a prop (almost no load) my engine will turn 5500 rpm at idle = throttle setting - but I am only flowing something like 1.5 - 2 GPH = which means producing something like 15-20 HP even though the rpm = without prop is higher than my static was when I had my old 68x72 with a = 2.17:1 gear box. So even though the rpm is the same or slightly = greater, the engine not making any where near the 150-160 HP I made = with the prop on at the same rpm. Fuel flow is not a perfect indicator = but much more useful than RPM alone in estimating your power = particularly with a variable pitch prop. =20 This is important, Chris. Years ago, there was a long EZ builder who = had a non-rotary auto engine who unfortunately ended his first flight in = a fatal crash into a cactus plant. He understood the electronics just = fine, but did not understand the relationship between rpm and thrust. = He set his adjustable pitch prop for maximum RPM - which mean minimum = prop load, which in his case mean minimum thrust. He managed to get = airborne with this limited thrust, but could not apparently climb out of = ground effect with the flight ending on impact with a cactus.=20 =20 For example, you would get your highest rpm with a prop that = absolutely no pitch which would produce minimum load on the engine - = however, I think you would agree there would not be much "push/Pull" by = such a prop set up. With a variable pitch prop, you need to find the = optimum balance between rpm and thrust. Too much rpm could indicate too = little pitch (and too little thrust), too low rpm could indicate too = much pitch (and too little thrust) - neither condition gives you maximum = thrust. =20 =20 The only way I can think of to find that optimum balance between rpm = and thrust is to attach your airframe through a scale to an anchor. = Then measure the pull on the scale at various rpm and prop pitch = settings. This should help you find where combination of engine rpm and = prop pitch provides maximum thrust (at least maximum static thrust - = which is a good start). Perhaps someone else can offer a better and = easier method. Yes, you should be able to get a feel during taxi test - = although some folks frown on the idea of high-speed taxi test. = Theoretically you could use an accelerometer, some accurate speed = measurements the weight of your aircraft and calculate the effective HP = - that has been done with automobiles. =20 In cases were folks are using fixed pitch props with parameters = similar to those used by others, you can make a comparison and get a = rough feel for engine performance based on RPM. Unfortunately, with a = variable pitch prop making such comparisons is more difficult and = questionable. Now if you can find someone using the same variable pitch = prop you are using and compare your rpm and prop settings, that is = certainly something worth checking into. =20 Just continue to ask these kinds of questions and to think about the = issues in producing power and thrust - you'll be ready. =20 Ed =20 . =20 =20 Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://www.andersonee.com http://www.dmack.net/mazda/index.html http://www.flyrotary.com/ http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.rotaryaviation.com/Rotorhead%20Truth.htm -------------------------------------------------------------------------= ----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] = On Behalf Of Chris Barber Sent: Wednesday, May 26, 2010 9:51 PM To: Rotary motors in aircraft Subject: [FlyRotary] Rotary HP reviisted....now that I know more about = it all...kinda. =20 I know this must have been discussed, but perhaps more in passing or = in some of Tracy 's literature (now kinda dated, especially with some of = the strides he continues to make), but what is the conventional wisdom = as to rotary horsepower? I know when I first started looking into it, = oh many years ago, it seemed the impression I got was that you could = pretty easily achieve 200 hp, however, that is now a bit lower. Some of = the tricks to get the higher HP was mild and medium porting, bridge, "J" = and "P" porting. Then there was the option of turbo...the one, in = combination with a medium street port, I chose. =20 What say Ye? =20 When started today, mine was turning about 6200 rpm at 35 MP (with a 3 = lb spring in the wastegate).....it surged forward against the chocks and = breaks. IVO prop full fine. Nice feel of power even if it likes to heat = up fast in 90 degree weather like this. =20 Also, I think this was discussed before too, when I go WOT my engine = develops up to about 6250 rpm, but then drops a couple/few hundred rpm = to usually just under 6000....sometimes just above. Thoughts? Ed, = (perhaps Al)it seems you may have chimed in before. Regrettably, when I = search the archives I tend to get frustrated due to thread drift. =20 I heard a lot about porting when I was initially investigating all = this and I chose to use a medium street port. I let Mazdatrix do the = work. That being said, I have read all but nothing on others porting = their engines (other than a LOT from PL on P ports). Since standard = porting does not reportedly effect reliability, only, potentially low = low idle (I can idle as low as about 1300 rpm when warm smoothly) why is = it not discussed and/or utilized more? =20 Just curious guys/gals. Discuss =20 All the best, =20 Chris Barber Houston, GSOT -------------------------------------------------------------------------= ----- From: Rotary motors in aircraft [flyrotary@lancaironline.net] on = behalf of Ed Anderson [eanderson@carolina.rr.com] Sent: Wednesday, May 26, 2010 5:15 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Emailing: 3 view w-10 003, first flight Always loved the lines of a Tailwind - in fact, I have the plans and = license to build a W-10 sitting on my book shelf. Unfortunately, I = doubt I'll ever get around to it. =20 Ok with thermostat in the system holding it at 190F - we really won't = know how much reserve capacity you have in your cooling system until the = power goes up. =20 I agree with George, 200HP out of an N/A 13B is really pushing it. I = think 180HP is a more realistic expectation - but, hey you never know. = It amazing how power goes up when things come together. =20 Enjoy and fly safe.=20 Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://www.andersonee.com http://www.dmack.net/mazda/index.html http://www.flyrotary.com/ http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.rotaryaviation.com/Rotorhead%20Truth.htm -------------------------------------------------------------------------= ----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] = On Behalf Of John Sent: Wednesday, May 26, 2010 2:36 PM To: Rotary motors in aircraft Subject: [FlyRotary] Emailing: 3 view w-10 003, first flight =20 My most humble thank you to flyrotary and all you fine folks that have = helped bring my project to flight. Ed and many others whom I won't try = to name here because I would miss many. The plane is a Wittman Tailwind = W-10, empty wt. is 981 and it is a tri-gear, Wt. is within 6 #'s of = similar trikes w/ 0-320 engines. I have the thermostat in the engine = because most of the year it is not very hot, if we get 50 days with the = temperature over 70, we have had a hot summer, not a lot of beach bunny = activity. 7-1 I'll be 74 and have realized my dream, now it's all = gravy. Again, thanks guys!! JohnD Your message is ready to be sent with the following file or link = attachments: 3 view w-10 003 =20 -- Homepage: http://www.flyrotary.com/ Archive and UnSub: = http://mail.lancaironline.net:81/lists/flyrotary/List.html=20 -- Homepage: http://www.flyrotary.com/ Archive and UnSub: = http://mail.lancaironline.net:81/lists/flyrotary/List.html ------=_NextPart_001_0047_01CAFE52.2EF482B0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
 
Ed,
I've been trying to understand that = for years -=20 Thanks.
George ( down under)

Ok,=20 Chris,

 

If you are = going to=20 =93blow=94 your rotary, ya gotta use the correct terminology = {:>).  The=20 correct terminology is the a/R ratio or =93 a R ratio=94 rather than = =93aspect ratio=20 =96 not bad=94  which is actually the ratio of the exhaust area = of the=20 turbine outlet to the radius of the center of that area from the = turbine=20 shaft. (see drawing below)

 

As you = might imagine=20 the more =93a=94 or area of your turbine exhaust compared to the = radius of its=20 blades the more exhaust gas can =93escape=94 around the blades without = imparting=20 its full force.  So with more =93a=94 it takes more exhaust gas = volume to=20 drive the blades to the same rpm.  For a sports car feel, a small = a/R=20 means the smaller area forces the exhaust gas to interact more with = the blades=20 and gives you more Zoom at lower engine speeds.  Whereas for = aircraft use=20 you generally want more power at higher rpm (no need at lower rpm = {:>))=20 therefore normally an a/R of around 1.0 or close to it is = desired. =20 Depends on a lot of factors, but that=92s it in  a=20 nutshell.

Turbocharger Area=20 Ratio

A/R
The other = consideration is the=20 A/R. It determines when the turbine starts to spool. The turbine = housing A/R=20 is the cross sectional area of the turbine housing divided by the = distance=20 from the center of that cross section to the center of the wheel. This = makes=20 sense if you look at the graphic.
3D"Turbocharger
If you=20 take for example, the area in A1 and divide it by R1, you will have = found the=20 A/R for this turbine housing. Each cross section and radius have the = same=20 proportions so the A/R will be found by using any cross = section/radius.=20

Common turbine housing A/R's are .58, .69, .81, .84, .96 and = 1.00. The=20 turbine will start to spool sooner with a .58 A/R, and later with a = 1.00 A/R.=20 Lag will be a problem if the A/R is too large, but if it's too small, = the=20 turbo will run out of steam and be nothing more than a restriction.=20


 

If It works = fine=20  for John, it should work fine for = you.

 

Ed

 

Ed=20 Anderson

Rv-6A = N494BW Rotary=20 Powered

Matthews,=20 NC

eanderson@carolina.rr.com

http://www.andersonee.com

http://www.dmack.net/mazda/index.html

http://www.flyrotary.com/

http://members.cox.net/rogersda/rotary/configs.htm#N494BW

http://www.r= otaryaviation.com/Rotorhead%20Truth.htm

From:=20 Rotary motors in aircraft = [mailto:flyrotary@lancaironline.net] On=20 Behalf Of Chris Barber
Sent: Thursday, May 27, 2010 = 6:27=20 PM
To: = Rotary motors in aircraft
Subject: [FlyRotary] Re: Rotary = HP=20 revisited

 

When I = ordered my=20 prop from IVO I pretty much had them send me exactly what John = had. =20 He actually said..."you want what John Slade has?"  At the time, = IIRC, it=20 was a 68" at the time so that is what I believe I currently=20 have.

 

I too = have the 2.17=20 redrive.  I hav yet to order the module from IVO for it = to=20 regulate RPM.  May do so soon.

 

John,=20

 

I think = you and I=20 have the same aspect ratio of 96 (?).  My first start with the = turbo was=20 with a six pound spring but on advice of a trusted friend who has more = experience, I replaced it with a three pound spring to start out = with. =20 It was the three pound spring that I ran yesterday.  We are = thinking that=20 minor boost should be a better starting point and reduce potential = problems.=20 Should we want more later and determine it is prudent, we can increase = it.  The "Performance" wastegate comes with various springs = that can=20 be used individually or in combination from as low as 1.5 lbs upt = to 25=20 lbs + (I believe).

 

The wastegate=20 is located behind the turbo.  See the attached photo.  Since = this=20 shot was taken about two weeks ago, I have replaced the blue oil line = with a=20 stainless one with a 90 degree fitting.  I have also fabricated = and=20 installed an additional weight support to bear some of the load off of = the=20 turbo manifold.

 

I will = post more=20 pictures in separate emails so not go over size=20 limits.

 

Chris=20 Barber

From: = Rotary motors in aircraft=20 [flyrotary@lancaironline.net] on behalf of John Slade=20 [jslade@canardaviation.com]
Sent: Thursday, May 27, 2010 = 9:40=20 AM
To: = Rotary motors in aircraft
Subject: [FlyRotary] Re: Rotary = HP=20 revisited

Hi Kelly,
My IVO is 66 (I = found 68=20 gave too little ground clearance), 3 blade and the higher = pitch.
Yes, it's=20 a 2.17.
Regards,
John

Kelly Troyer wrote:=20

John=20 ,

      What=20 is your "IVO" diameter, number of blades and are your blades the = 30 to 90=20 or 45 to105 degree pitch ? If I

remember correctly you have = the 2.17 to=20 1=20 = RD1B gearbox................. 
 

Kelly Troyer
"Dyke = Delta"_13B ROTARY=20 Engine
"RWS"_RD1C/EC2/EM2
"Mistral"_Backplate/Oil Manifold=20

 

 

From: John = Slade <jslade@canardaviation.com>
To: Rotary=20 motors in aircraft <flyrotary@lancaironline.net>
Sent: Thu, May 27, 2010 8:44:43 = AM
Subject: = [FlyRotary] Re:=20 Rotary HP reviisted....now that I know more about it=20 all...kinda.

Hi Ed, Chris,
That all makes sense, but = I can add=20 something from experience with the IVO prop - The minimum pitch = setting seems=20 to optimum for take-off power. When I changed from a big fixed pitch = prop to=20 an IVO at minimum pitch the difference in acceleration was very = marked. I have=20 never taken off with the pitch at a higher setting than minimum, so I = can't=20 attest to the effect, but if you forget to put the pitch on full fine = on the=20 downwind, a go-around is much less doable.

Something else = about the=20 IVO that might help, Chris, is that when you throttle back on final = the=20 airplane will want to slow down quite quickly. This is somewhat = unexpected if=20 you're used to a fixed pitch prop that tends to make the airplane = float on=20 final. The combination of fine pitch at idle, both rudders and the = landing=20 brake make a Cozy (or Velocity I would think) come down like an = elevator.=20

One way to check that you have enough power would be to = measure how=20 much runway you use to reach, say, 70kts. If it's more than 2000' I'd = say=20 you're under powered. With a turbo and an IVO the acceleration should = feel=20 like a good sports car, and the increase from 70 kts to flying speed = will only=20 take a few seconds.
My 2c.
John

to Ed Anderson wrote:=20

No easy = answer =96 to=20 all the nuances of producing power, Chris.

 

200 HP is a = possibility depending on lots of factors (like your total induction = system set=20 up, however, I believe that 180 HP is more in line with the likely = maximum on=20 the older 13B.  The Renesis a bit more/

 

Fuel flow = is as much=20 an indication of power as anything short of a dyno and/or extensive = aircraft=20 performance numbers.

 

 RPM = (in my=20 opinion)  has too many variables =96 like I have a 74x88 prop = with a 2.85:1=20 gearbox  and can turn 6000-6200 rpm static =96 does that mean I = am making=20 more or less HP than you at 6200 rpm at 35=94 Hg.  It all depends = on what=20 prop load each of our engines are seeing at that rpm.  Generally = as a=20 rough rule of thumb = you can=20 figure 10 hp per gallon/hour of fuel flow.  So it you have a fuel = flow of=20 16 gallon/hour then your engine could be producing around 160 = HP.  18 GPH=20 =3D 180 HP, etc.  Now your power won=92t be more than that, but = it could be=20 less.  The rotary can flow considerably more fuel without making = useful=20 power than a piston engine, but it is a useful rule of=20 thumb.

 

I street = ported my 91=20 Turbo block myself using a Mazdatrix street port = template.  I=20 went through 5 intake designs and several muffler experiments before = finding=20 one that appear to give me the power I wanted.  On a cold morning = with=20 OAT < 50F, I can get up to 6200 rpm and 18-20 GPH fuel flow with = the 74x88=20 prop.  So I feel I have my set up just about as good as its going = to get=20 =96 short of a forced induction system.

 

With your = prop set at=20 max  fine pitch, you have reduced the prop load on your engine to = a=20 minimum =96 that permits your rpm to be at a maximum =96 but, that = does NOT mean you are producing the = power and=20 more importantly - the thrust=20 needed for safe flight.

 

 Don=92t be=20 mislead by rpm.  As an extreme example to make my point, Without a prop (almost no load) = my engine=20 will turn 5500 rpm at idle throttle setting =96 but I am only flowing = something=20 like 1.5 =96 2 GPH which means producing something like 15-20 HP even = though the=20 rpm without prop is higher than my static was when I had my old 68x72 = with a=20 2.17:1 gear box.   So even though the rpm is the same or = slightly=20 greater, the engine not making any where near the  150-160 HP I = made with=20 the prop on at the same rpm.  Fuel flow is not a perfect = indicator but=20 much more useful than RPM alone in estimating your power particularly = with a=20 variable pitch prop.

 

This is = important,=20 Chris.  Years ago, there was a long EZ builder who had a = non-rotary auto=20 engine who unfortunately ended his first flight in a fatal crash into = a cactus=20 plant.  He understood the electronics just fine, but did not = understand=20 the relationship between rpm and thrust.  He set his adjustable = pitch=20 prop for maximum RPM = =96 which=20 mean minimum prop = load, which in=20 his case mean minimum=20 thrust.  He managed to get airborne with this limited = thrust,=20 but could not apparently climb out of ground effect with the flight = ending on=20 impact with a cactus.

 

 For = example,=20 you would get your highest rpm with a prop that absolutely no pitch = which=20 would produce minimum load on the engine =96 however, I think you = would agree=20 there would not be much =93push/Pull=94 by such a prop set up.  = With a=20 variable pitch prop, you need to find the optimum balance between rpm = and=20 thrust.  Too much rpm could indicate too little pitch (and too = little=20 thrust), too low rpm could indicate too much pitch (and too little = thrust) =96=20 neither condition gives you maximum thrust. 

 

The only = way I can=20 think of to find that optimum balance between rpm and thrust is to = attach your=20 airframe through a scale to an anchor.  Then measure the pull on = the=20 scale at various rpm and prop pitch settings.  This should help = you find=20 where combination of engine rpm and prop pitch provides maximum thrust = (at=20 least maximum static thrust =96 which is a good start).  Perhaps = someone=20 else can offer a better and easier method.  Yes, you should be = able to=20 get a feel during taxi test =96 although some folks frown on the idea = of=20 high-speed taxi test.  Theoretically you could use an = accelerometer, some=20 accurate speed measurements the weight of  your aircraft and = calculate=20 the effective HP =96 that has been done with = automobiles.

 

In cases = were folks=20 are using fixed pitch props  with parameters similar to those = used by=20 others, you can make a comparison and get a rough feel for engine = performance=20 based on RPM.  Unfortunately, with a variable pitch prop making = such=20 comparisons is more difficult and questionable.  Now if you can = find=20 someone using the same variable pitch prop you are using and compare = your rpm=20 and prop settings, that is certainly something worth checking=20 into.

 

Just = continue to ask=20 these kinds of questions and to think about the issues in producing = power and=20 thrust =96 you=92ll be ready.

 

Ed

 

. =20

 

Ed=20 Anderson

Rv-6A = N494BW Rotary=20 Powered

Matthews,=20 NC

eanderson@carolina.rr.com

http://www.andersonee.com

http://www.dmack.net/mazda/index.html<= FONT=20 color=3Dblack>

http://www.flyrotary.com/

http://members.cox.net/rogersda/rotary/configs.htm#N494BW

http://www.rotaryaviation.com/Rotorhead%20Truth.htm

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Chris = Barber
Sent: Wednesday, May 26, 2010 = 9:51=20 PM
To: = Rotary motors in aircraft
Subject: [FlyRotary] Rotary HP=20 reviisted....now that I know more about it = all...kinda.

 

I know = this must=20 have been discussed, but perhaps more in passing or in some of = Tracy 's = literature=20 (now kinda dated, especially with some of the strides he = continues to=20 make), but what is the conventional wisdom as to rotary = horsepower?  I=20 know when I first started looking into it, oh many years ago, it = seemed the=20 impression I got was that you could pretty easily achieve 200 hp, = however,=20 that is now a bit lower.  Some of the tricks to get the higher HP = was=20 mild and medium porting, bridge, "J" and "P" porting.  Then there = was the=20 option of turbo...the one, in combination with a medium street port, I = chose.

 

What say=20 Ye?

 

When = started today,=20 mine was turning about 6200 rpm at 35 MP (with a 3 lb spring in the=20 wastegate).....it surged forward against the chocks and = breaks.  IVO=20 prop full fine. Nice feel of power even if it likes to heat up fast in = 90=20 degree weather like this.

 

Also, I = think this=20 was discussed before too, when I go WOT my engine develops = up to=20 about 6250 rpm, but then drops a couple/few hundred rpm to usually = just under=20 6000....sometimes just above.  Thoughts?  Ed, (perhaps Al)it = seems=20 you may have chimed in before.  Regrettably, when I search=20 the archives I tend to get frustrated due to thread=20 drift.

 

I heard a = lot about=20 porting when I was initially investigating all this and I chose to use = a=20 medium street port.  I let Mazdatrix do the work.  That = being=20 said, I have read all but nothing on others porting their engines = (other than=20 a LOT from PL on P ports).  = Since=20 standard porting does not reportedly effect reliability, only, = potentially=20 low low idle (I can idle as low as about 1300 rpm when warm = smoothly) why=20 is it not discussed and/or utilized more?

 

Just = curious=20 guys/gals.  Discuss <g>

 

All the=20 best,

 

Chris=20 Barber

Houston,=20 GSOT

From: = Rotary motors in aircraft [flyrotary@lancaironline.net] on behalf of Ed = Anderson [eanderson@carolina.rr.com]
Sent: Wednesday, May 26, 2010 = 5:15=20 PM
To: = Rotary motors in aircraft
Subject: [FlyRotary] Re: = Emailing: 3 view=20 w-10 003, first flight

Always = loved the=20 lines of a Tailwind =96 in fact, I have the plans and license to build = a W-10=20 sitting on my book shelf.  Unfortunately, I doubt I=92ll ever get = around to=20 it.

 

Ok with = thermostat in=20 the system holding it at 190F =96 we really won=92t know how much = reserve capacity=20 you have in your cooling system until the power goes = up.

 

I agree = with George,=20 200HP out of an N/A 13B is really pushing it.  I think 180HP is a = more=20 realistic expectation =96 but, hey you never know.  It amazing = how power=20 goes up when things come together.

 

Enjoy and = fly safe.=20

Ed=20 Anderson

Rv-6A = N494BW Rotary=20 Powered

Matthews,=20 NC

eanderson@carolina.rr.com

http://www.andersonee.com

http://www.dmack.net/mazda/index.html<= FONT=20 color=3Dblack>

http://www.flyrotary.com/

http://members.cox.net/rogersda/rotary/configs.htm#N494BW

http://www.rotaryaviation.com/Rotorhead%20Truth.htm

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of John
Sent: Wednesday, May 26, 2010 = 2:36=20 PM
To: = Rotary motors in aircraft
Subject: [FlyRotary] Emailing: = 3 view=20 w-10 003, first flight

 

My most = humble thank=20 you to flyrotary and all you fine folks that have helped = bring my=20 project to flight.  Ed and many others whom I won't try to name = here=20 because I would miss many.  The plane is a Wittman Tailwind W-10, = empty=20 wt. is 981 and it is a tri-gear,  Wt. is within 6 #'s of similar = trikes=20 w/ 0-320 engines.  I have the thermostat in the engine because = most of=20 the year it is not very hot, if we get 50 days with the temperature = over 70,=20 we have had a hot summer, not a lot of beach bunny activity.  7-1 = I'll be=20 74 and have realized my dream, now it's all gravy.  Again, thanks = guys!!  JohnD

Your message is=20 ready to be sent with the following file or link attachments:
3 = view w-10=20 003

 

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