Ed,
I have heard you
mention that you seldom fly at max speed. How do you do this? Do you
fly at WOT but high enough to lower the output and lean for economy, thus
reducing the speed? Do you reduce throttle??
I have been given to
understand that the throttle should be at WOT all the time to reduce “pumping
losses”. Engine power would then be affected by other means, leaning,
altitude, prop speed if you can adjust it???
What is your
method? For that matter, what method do others
use?
Bill
B
From:
Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On
Behalf Of Ed Anderson
Sent: Saturday, April 30, 2011 9:49
AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Intakes old and
new
Here is the induction system set up
I first flew with Phtos MVC-007F JPG). 4 injectors into a TWM dual throat
Webber Throttle body (2" dia throats) into a two into four manifold. The
engine started easily and operated fine - with the exception it was low on
power. Top speed was 185 MPH TAS.
The apparently problem was that
while this set up did well for the rotary racing crowd when theirengines hit
9000 rpm - it sucked (but not very well) at the lower rpms like 5000. So I
swap it out for my current design using an 65mm dia mustang throttle body and
smaller diameter runners and immedately picked up 10 MPH top airspeed and 400
ft/min improvement in Rate of climb.
It was the beginning of my
understanding that what works well for one environment and set of operating
conditions may provide lousy results under different circumstances. The
other two photos show the intake that produced the best results for my
installation and which has now been on the aircraft for over 6 years, top speed
achieved with this intake was 196 MPH TAS with the old 2.17:1 and 68x72
prop. Same intake with the 2:85:1 and 74x88 prop topped out at 200 MPH
TAS.