X-Virus-Scanned: clean according to Sophos on Logan.com From: "Ernest Christley" Received: from nm1-vm0.bullet.mail.ne1.yahoo.com ([98.138.91.74] verified) by logan.com (CommuniGate Pro SMTP 6.1.2) with ESMTPS id 7743152 for flyrotary@lancaironline.net; Tue, 09 Jun 2015 15:15:26 -0400 Received-SPF: none receiver=logan.com; client-ip=98.138.91.74; envelope-from=echristley@att.net DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=att.net; s=s1024; t=1433877291; bh=sob1KK6n5XX3jq2phS/11Xb4zO1nvHMKCQxulzwA1Uw=; h=Date:From:Reply-To:To:In-Reply-To:References:Subject:From:Subject; b=FwWnrN66DtyxXpzil3bHdMWkT6ABiJjGn9shQkx8WIv7Reltwbi8H278Tnd4C5naVr70l1mwwERLSHmBWAagzSX7KtzHKjtCnstTfOmBEQSmKsGdDEE3RU3iz1bmBetZT/Eo40Etp7dJMiUZ/rVSFAwk1TgRBXcna738Q6+vZ90= Received: from [98.138.100.102] by nm1.bullet.mail.ne1.yahoo.com with NNFMP; 09 Jun 2015 19:14:51 -0000 Received: from [98.138.89.199] by tm101.bullet.mail.ne1.yahoo.com with NNFMP; 09 Jun 2015 19:14:51 -0000 Received: from [127.0.0.1] by omp1057.mail.ne1.yahoo.com with NNFMP; 09 Jun 2015 19:14:51 -0000 X-Yahoo-Newman-Property: ymail-3 X-Yahoo-Newman-Id: 852691.14910.bm@omp1057.mail.ne1.yahoo.com X-YMail-OSG: 2bUZTVEVM1krIPjm6Q818wd8JcpJKP_JWLQWsAxPmC.Dno8M6JLG4cs.A.Nbv6F k8.T6kHiMZTcg.Ih_f.NUMzfo8ifgFDJLJep_joGwubMe5OOb3PLZjI.3Qw1n3yB241vbiUHJ.6f tHYG7OtGKQmnzUEQYoOnu62nh4jqfis_kURoFgoH8bNgFdv0QrI0t9ul8jkm2zNEBTM.i_BvQhJ5 A6VQesYO2rDa56hjUHBjbvYORiY5PDVpqTkmmXMUbKga324PL7nT9xt7WOvaTcBVIqYVw_NWpizF Cr8NDt9v9Qg8cJKXE3GFjSDkhM77OTE_4KB8s36CSceU2EcKW_gPcBF1U1dQ4xOruc78S0hvaSp3 Fnw5QTFrwCiQIVloOeUHR_KidkYybBeVW2s6fiGvBQrHuSQmvcYcnMCaJYSaBRgNfws9wHKGusGu .2NRPwDR0PyVdHa2n7mizqOxxAggBgqsHiWCzBzEOoERU1JqRPZYln3QDgrGY.yRN0ExrZ86BLjg zWbKsYWEvGeywRmE9ErMmSfl3WxpgnmdlxA-- Received: by 98.138.105.218; Tue, 09 Jun 2015 19:14:51 +0000 Date: Tue, 9 Jun 2015 19:14:50 +0000 (UTC) Reply-To: Ernest Christley To: Rotary motors in aircraft Message-ID: <739610527.8222450.1433877290799.JavaMail.yahoo@mail.yahoo.com> In-Reply-To: References: Subject: Re: [FlyRotary] Re: new operating question MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_Part_8222446_1981570617.1433877290732" Content-Length: 59455 ------=_Part_8222446_1981570617.1433877290732 Content-Type: text/plain; charset=UTF-8 Content-Transfer-Encoding: quoted-printable Using the megasquirt engine controller, I had the engine set up to control = RPM with just the mixture.=C2=A0 A potentiometer on the throttle lever indi= cated the computer to sense where it was set.=C2=A0 The cable was rigged so= that the throttle valve reached and stayed full open from half to full lev= er travel.=C2=A0 The engine ran near cutoff lean until the throttle was ful= l open, and then the computer started adding power by enriching the mixture= .=C2=A0=20 The downside is that it required unleaded fuel. =20 On Tuesday, June 9, 2015 9:18 AM, Charlie England wrote: =20 But to go 11 mph faster at cruise only takes 37.5 hp more. :-) Seriously, speed really is money.=C2=A0 Hey Rich, my apologies; I think I hijacked your thread. I'm no aero enginee= r (or thermal dynamicist), but my bet is on the rotary acting like any othe= r internal combustion engine. If you can run full throttle at optimum engin= e rpm like a c/s prop'd piston engine, you should see the same benefits due= to reduction in pumping losses. Charlie(more questions for Bill later) On Mon, Jun 8, 2015 at 2:10 PM, Bill Bradburry wrote: Bobby,=C2=A0It is amazing how much it costs to gofaster.=C2=A0 50 hp costin= g 4-5 gal/hr is only good for an additional 11mph!=C2=A0 5 gallons to go 11= miles=E2=80=A6that is expensive!=C2=A0I wish I had paid more attention to = thedrag on my bird!=C2=A0 :>(=C2=A0 =C2=A0Weight helps in the climb.=C2=A0 = I probablywas able to save 10 lbs of empty weight building the plane over 7= years.=C2=A0 Iwent on a diet and exercised a little and lost 30 lbs over t= he last few months!=C2=A0I have been trying to think of a way to bring this= subject up with my wife=E2=80=A6=E2=80=A6!=C2=A0=C2=A0=C2=A0:>)=C2=A0On se= cond thought, it climbs pretty well.=C2=A0Bill =C2=A0From: Rotary motors in= aircraft[mailto:flyrotary@lancaironline.net]=20 Sent: Monday, June 08, 2015 11:10AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: newoperating question=C2=A0Using Van=E2=80=99sclim= b performance numbers I=E2=80=99m closer to the 210HP engine than the 230HP= .Maybe 215HP net.=C2=A0 The super charger mechanical losses may be as high = as10HP and the air temperature rise could be another 10 HP. Water injection= coolsthe intake charge but displaces O2 so I really don=E2=80=99t know. I= =E2=80=99m surethe gearbox has mechanical losses also. So 230-240 HP before= operational lossesseems reasonable.=C2=A0=C2=A0=C2=A0 | Light Weight 2200 lbs | 210 hp | * 235 hp | 260 hp | | Speed | | Top Speed | 200 mph | 204 mph | 211 mph | | Cruise [75% @ 8000 ft] | 190 mph | 194 mph | 201 mph | | Cruise [55% @ 8000 ft] | 170 mph | 174 mph | 180 mph | | Stall Speed | 57 mph | 57 mph | 57 mph | | Ground Performance | | Takeoff Distance | 475 ft | 415 ft | 360 ft | | Landing Distance | 500 ft | 500 ft | 525 ft | | Climb/Ceiling | | Rate of Climb | 1,400 fpm | 1,669 fpm | 1,950 fpm | =C2=A0=C2=A0=C2=A0Bobby=C2=A0=C2=A0From: Rotary motors in aircraft[mailto:f= lyrotary@lancaironline.net]=20 Sent: Monday, June 08, 2015 10:20AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: newoperating question=C2=A0Bobby,Wouldn=E2=80=99t = you think that equates toabout 250 hp on take off??Bill =C2=A0From: Rotary = motors in aircraft[mailto:flyrotary@lancaironline.net] Sent: Monday, June 08, 2015 9:47AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: newoperating question=C2=A0Bill,=C2=A0I believe my= normalfuel flow is actually closer to 23gph at 7000 rpm\ 38=E2=80=9D MP an= d 12.5 FA. Idon=E2=80=99t really look at it anymore during takeoff. I=E2=80= =99ll pull currentengine logs when my AFS-3400 EM gets back from repair. It= decided to startrebooting every few minutes.=C2=A0 I can run 40.5=E2=80=9D= MP / 7500 rpm at sealevel but avoid the top limits.=C2=A0 My MT controller= is within 100 rpm. =C2=A0Bobby=C2=A0From: Rotary motors in aircraft[mailto= :flyrotary@lancaironline.net] Sent: Monday, June 08, 2015 8:46AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: newoperating question=C2=A0Bobby,You can take my f= uel burn numbers with agrain of salt.=C2=A0 The EM-2 is not completely cali= brated for fuel flow.=C2=A0By the way, is your prop controller dialcalibrat= ed to the prop rpm you actually get?=C2=A0 Mine is not and I think thatMark= =E2=80=99s may not be either based on some of the things he haswritten.=C2= =A0 To get 7100 engine rpm, which is 2500 proprpm, I have to set the contro= ller for 2600 for takeoff.=C2=A0 2400 setting willget me 6500, etc..=C2=A0 = Early on, I thought that the tach on the EM-2 might beoff, but I decided th= at to be pretty unlikely.=C2=A0 However, there is adisconnect between the t= wo.=C2=A0Bill =C2=A0From: Rotary motors in aircraft[mailto:flyrotary@lancai= ronline.net]=20 Sent: Monday, June 08, 2015 7:01AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: newoperating question=C2=A0Bill=C2=A012 gal/hr for= takeoff sounds extremely low. I'm closerto 25.=C2=A0=C2=A0=C2=A0I leave th= e prop in automatic mode all the time.I set the prop to go around rpm on do= wnwind. 2300 / 6500 works well for me andalmost eliminates air breaking dur= ing short final. I try to carry a smallamount of power through the flare bu= t I think that's common with RV's. I had toreally work on slowing down befo= re entering the pattern and adjusting the propto 2300.=C2=A0=C2=A0Bobby Sent from my iPad On Jun 7, 2015, at 11:25 PM, Bill Bradburry wr= ote: Charlie,I am flying a Lancair Legacy FixedGear.=C2=A0 I burn 8.5 =E2=80=93 = 9 gal/hr at cruise and a little over 12 on takeoff.=C2=A0 I don=E2=80=99t h= ave my fuel flow calibration completed and it couldbe part of a gallon or s= o off on the EM-2. I get over 20 mpg at over 185 mphwhich I still have trou= ble getting my head around!=C2=A0 In a car going that fastyou would be meas= uring it in gallons/mile!=C2=A0 =C2=A0I really never tried tolean the engin= e before I put the broadband sensor in the plane so I don=E2=80=99treally k= now the answer about the egt spread.=C2=A0 I do get a lot higher egtreading= s than were advertised.=C2=A0 I was expecting temps in the 15-1600s, butthe= y are in the 1700s.=C2=A0Since the rotary is so sensitive to rpmfor power o= utput, I don=E2=80=99t know if I would have been happy with it with afixed = prop unless I had more power than I needed.=C2=A0 I have seen two MTprops f= or sale since I bought mine and both were good deals.=C2=A0 I highlyrecomme= nd the electric prop.=C2=A0 It responds a little slower than a hydraulicpro= p, but that is only a problem if you slam the throttle.=C2=A0 I guess theot= her con for the prop is it helps to carry some power to touchdown because i= fyou chop power in the flare, the prop goes flat and acts like a big brake = andthe plane seems to just stop flying and drop.=C2=A0 I carry power, but I= thinkMark switches the prop to manual in the pattern and lands it like it = was afixed prop.=C2=A0 I don=E2=80=99t know what Bobby does in this case.= =C2=A0Bill =C2=A0From: Rotary motors in aircraft [mailto:flyrotary@lancairo= nline.net]=20 Sent: Sunday, June 07, 2015 7:14PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: newoperating question=C2=A0Hi Bill, I'm always hungry for 'numbers' like that. Can you refresh my memory on whi= chplane you're flying? What's your fuel flow during takeoff? And I'm really interested in your fuel flow at your cruise setting of 6000 = rpmfull throttle up at 7500-8000 feet. Do you have an EGT in addition to yo= ur f/agauge? If so, what's the egt spread between peak and leaned to your c= ruisesetting of 16-1 f/a ratio (how many degrees lean of peak)? Having a controllable prop certainly makes it easier to get a full set ofpe= rformance numbers, doesn't it? Many thanks, Charlie On 6/7/2015 2:59 PM, Bill Bradburry wrote: Rich,I am flying the NA Renesis with MTelectric prop and wideband O2 sensor= .Take off and initial climb is WOT with7100 rpm, after about 500 ft AGL, I = dial the prop back to 6500 rpm, still WOT.Cruise climb is WOT and 6000-6200= rpm, and cruise is WOT and 5200-5800 rpm. Allclimbs are at 12.0-12.5 F/A m= ixture and cruise is 15.8-16.0 F/A mixture.I never move the throttle off of= wide openuntil I am slowing to enter the pattern for landing. Engine speed= is controlledwith the prop and power to some extent with the mixture.I hav= e hopes that after Bobby makes hisdecision as to whether to go with the tur= bo or the 20B, he will give me theother one! :>)Bill From: Rotary motors in= aircraft [mailto:flyrotary@lancaironline.net]=20 Sent: Sunday, June 07, 2015 10:25AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: newoperating questionRich, My normal, not in a hur= ry settings. 38" MP / 7000 rpm for takeoff and initial climbwith F/A 12.5-1= 2.0. Cruise climb 5800 rpm 30-32" MP F/A 13.5- 12.5.Preferred cruise rpm 48= 00- 5200 At less than 30" MP and F/A 15.8-16.0.Full throttle. Prop rpm cont= rols engine rpm and super charger bypass controlsMP. A turbo charger and au= tomotive waste gate would likely require throttlemanagement during high rpm= operations. Bobby Hughes Super charged Renesis with electric MT prop.(New = Turbo charger and a 20B on the bench- stillhaven't made a decision about up= grading the RV10. ) Sent from my iPad On Jun 7, 2015, at 9:34 AM, ARGOLDMAN wrote: Greetings genlepeople of the rotary pursuasion,For those of you using varia= ble pitch (C/S) props, anoperating question that has been bugging me. Perha= ps the collective wisdom ofthis group can set my mind at rest.In piston air= craft engines, the concept of runningover squared MP vs RPM has been heavil= y questioned to the extent that somesuggest running at full throttle all th= e time and controlling the power outputvia RPM (within reason). The thought= is to, I believe, eliminate the inductionrestriction of the butterfly valv= e increasing the efficiency.Now we have a rotor spinning, a gear box gearin= g anda propeller propelling. Does this concept hold true for the rotaries. = What arepeople doing in terms of setting power after take off (full throttl= e max RPM).My enquiring and rotating mind wants to know. (Unturbocharged Re= nesis with RD1-c Box)ThanksRich =C2=A0 ------=_Part_8222446_1981570617.1433877290732 Content-Type: text/html; charset=UTF-8 Content-Transfer-Encoding: quoted-printable
Using the megasquirt engine controller, I had the engine= set up to control RPM with just the mixture.  A potentiometer on the = throttle lever indicated the computer to sense where it was set.  The = cable was rigged so that the throttle valve reached and stayed full open fr= om half to full lever travel.  The engine ran near cutoff lean until t= he throttle was full open, and then the computer started adding power by en= riching the mixture. 

The downside is th= at it required unleaded fuel.

=


=
On Tuesday, June 9, 2015 9:18 AM, Charlie England &l= t;flyrotary@lancaironline.net> wrote:


But to= go 11 mph faster at cruise only takes 37.5 hp more. :-)

Seriously, speed really is money. 

Hey Rich,= my apologies; I think I hijacked your thread. I'm no aero engineer (or the= rmal dynamicist), but my bet is on the rotary acting like any other interna= l combustion engine. If you can run full throttle at optimum engine rpm lik= e a c/s prop'd piston engine, you should see the same benefits due to reduc= tion in pumping losses.

Charlie
(more qu= estions for Bill later)
=
On Mon, Jun 8, 2015 at 2:10 PM,= Bill Bradburry <flyrotary@lancaironline.net> wrote:
Bo= bby,
 
It= is amazing how much it costs to go faster.  50 hp costing 4-5 gal/hr is only good for an additional 11 mph!  5 gallons to go 11 miles=E2=80=A6that is expensive!
 
I = wish I had paid more attention to the drag on my bird!  :>( 
 
We= ight helps in the climb.  I probably was able to save 10 lbs of empty weight building the plane over 7 years.&nb= sp; I went on a diet and exercised a little and lost 30 lbs over the last few mon= ths!  I have been trying to think of a way to bring this subject up with my wife= =E2=80=A6=E2=80=A6!    :>)
 
On= second thought, it climbs pretty well.
 
Bi= ll
 
From: Rotary motors in aircraft [mailto:flyrotary@lan= caironline.net]
Sent: Monday, June 08, 2015= 11:10 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: ne= w operating question
 =
Using Van=E2=80=99s climb performance numbers I=E2=80=99m closer to the 210HP engine than the 2= 30HP. Maybe 215HP net.  The super charger mechanical losses may be as high a= s 10HP and the air temperature rise could be another 10 HP. Water injection c= ools the intake charge but displaces O2 so I really don=E2=80=99t know. I=E2=80= =99m sure the gearbox has mechanical losses also. So 230-240 HP before operational lo= sses seems reasonable.
 
 
 
Light Weight 220= 0 lbs
210 hp<= span style=3D"font-size:11.0pt;font-family:Calibri;color:#1f497d;"><= u>
* 235 hp<= /u>
260 hp<= span style=3D"font-size:11.0pt;font-family:Calibri;color:#1f497d;"><= u>
Speed =
Top Speed
200 mph
204 mph
211 mph
Cruise [75% @ 8000 ft]
190 mph
194 mph
201 mph
Cruise [55% @ 8000 ft]
170 mph
174 mph
180 mph
Stall Speed
57 mph
57 mph
57 mph
Ground Performance
Takeoff Distance
475 ft
415 ft
360 ft
Landing Distance
500 ft
500 ft
525 ft
Climb/Ceiling =
Rate of Climb
1,400 fpm
1,669 fpm
1,950 fpm
 
 
 
Bobby
 
 
From: Rotary motors in aircraft [mailto:flyrotary@lan= caironline.net]
Sent: Monday, June 08, 2015= 10:20 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: ne= w operating question
 =
Bo= bby,
Wo= uldn=E2=80=99t you think that equates to about 250 hp on take off??
Bi= ll
 
From: Rotary motors in aircraft [mailto:flyrotary@la= ncaironline.net]
Sent: Monday, June 08, 2015= 9:47 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: ne= w operating question
 =
Bill,
 
I believe my normal fuel flow is actually closer to 23gph at 7000 rpm\ 38=E2=80=9D MP and 12.5 = FA. I don=E2=80=99t really look at it anymore during takeoff. I=E2=80=99ll pull c= urrent engine logs when my AFS-3400 EM gets back from repair. It decided to start rebooting every few minutes.  I can run 40.5=E2=80=9D MP / 7500 rpm at= sea level but avoid the top limits.  My MT controller is within 100 rpm. <= u>
 
Bobby
 
From: Rotary motors in aircraft [mailto:flyrotary@la= ncaironline.net]
Sent: Monday, June 08, 2015= 8:46 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: ne= w operating question
 =
Bo= bby,
Yo= u can take my fuel burn numbers with a grain of salt.  The EM-2 is not completely calibrated for fuel flow.
 
By= the way, is your prop controller dial calibrated to the prop rpm you actually get?  Mine is not and I think = that Mark=E2=80=99s may not be either based on some of the things he has written. 
To= get 7100 engine rpm, which is 2500 prop rpm, I have to set the controller for 2600 for takeoff.  2400 setting = will get me 6500, etc..  Early on, I thought that the tach on the EM-2 migh= t be off, but I decided that to be pretty unlikely.  However, there is a disconnect between the two.
 
Bi= ll
 
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
Sent: Monday, June 08, 2015= 7:01 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: ne= w operating question
 =
Bill
 =
12 gal/hr for takeof= f sounds extremely low. I'm closer to 25. 
 =
 I leave the pr= op in automatic mode all the time. I set the prop to go around rpm on downwind. 2300 / 6500 works well for me = and almost eliminates air breaking during short final. I try to carry a small amount of power through the flare but I think that's common with RV's. I ha= d to really work on slowing down before entering the pattern and adjusting the p= rop to 2300. 
 =
Bobby

Sent from my iPad

On Jun 7, 2015, at 11:25 PM, Bill Bradburry <flyrotary@lancaironline.net> wrote:
Ch= arlie,
I = am flying a Lancair Legacy Fixed Gear.  I burn 8.5 =E2=80=93 9 gal/hr at cruise and a little over 12 on= take off.  I don=E2=80=99t have my fuel flow calibration completed and it c= ould be part of a gallon or so off on the EM-2. I get over 20 mpg at over 185 mp= h which I still have trouble getting my head around!  In a car going tha= t fast you would be measuring it in gallons/mile!   I really never tried= to lean the engine before I put the broadband sensor in the plane so I don=E2= =80=99t really know the answer about the egt spread.  I do get a lot higher eg= t readings than were advertised.  I was expecting temps in the 15-1600s,= but they are in the 1700s.
&n= bsp;
Si= nce the rotary is so sensitive to rpm for power output, I don=E2=80=99t know if I would have been happy with it w= ith a fixed prop unless I had more power than I needed.  I have seen two MT props for sale since I bought mine and both were good deals.  I highly recommend the electric prop.  It responds a little slower than a hydra= ulic prop, but that is only a problem if you slam the throttle.  I guess th= e other con for the prop is it helps to carry some power to touchdown because= if you chop power in the flare, the prop goes flat and acts like a big brake a= nd the plane seems to just stop flying and drop.  I carry power, but I th= ink Mark switches the prop to manual in the pattern and lands it like it was a fixed prop.  I don=E2=80=99t know what Bobby does in this case.=
&n= bsp;
Bi= ll
&n= bsp;
From: Rotary motors in aircraft [mailto:flyrotar= y@lancaironline.net]
Sent: Sunday, June 07, 2015= 7:14 PM
To: = Rot= ary motors in aircraft
Subject: [FlyRotary] Re: ne= w operating question
 =
Hi Bill,

I'm always hungry for 'numbers' like that. Can you refresh my memory on whi= ch plane you're flying?

What's your fuel flow during takeoff?

And I'm really interested in your fuel flow at your cruise setting of 6000 = rpm full throttle up at 7500-8000 feet. Do you have an EGT in addition to your = f/a gauge? If so, what's the egt spread between peak and leaned to your cruise setting of 16-1 f/a ratio (how many degrees lean of peak)?

Having a controllable prop certainly makes it easier to get a full set of performance numbers, doesn't it?

Many thanks,

Charlie

On 6/7/2015 2:59 PM, Bill Bradburry wrote:
Ri= ch,
I = am flying the NA Renesis with MT electric prop and wideband O2 sensor.
Ta= ke off and initial climb is WOT with 7100 rpm, after about 500 ft AGL, I dial the prop back to 6500 rpm, still W= OT. Cruise climb is WOT and 6000-6200 rpm, and cruise is WOT and 5200-5800 rpm.= All climbs are at 12.0-12.5 F/A mixture and cruise is 15.8-16.0 F/A mixture.
I = never move the throttle off of wide open until I am slowing to enter the pattern for landing. Engine speed is contro= lled with the prop and power to some extent with the mixture.
I = have hopes that after Bobby makes his decision as to whether to go with the turbo or the 20B, he will give me the other one! :>)
Bi= ll
From: = Rotary motors in aircraft [mailto:f= lyrotary@lancaironline.net]
Sent: Sunday, June 07, 2015= 10:25 AM
To: = Rotary motors in aircraft
Subject: [FlyRotary] Re: ne= w operating question
Rich, =
My normal, not in a = hurry settings.
38" MP / 7000 rpm fo= r 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 contro= ls MP. A turbo charger and automotive waste gate would likely require throttle management during high rpm operations.
Bobby Hughes =
Super charged Renesi= s with electric MT prop.
(New Turbo charger a= nd 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 ge= nlepeople 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 ai= rcraft 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 out= put via RPM (within reason). The thought is to, I believe, eliminate the induct= ion 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 RP= M).
My enquiring= and rotating mind wants to know.
(Unturbochar= ged Renesis with RD1-c Box)
Thanks
Rich<= /font>
 =



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