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Reply-To: "David Carter" <dcarter@datarecall.net>
From: "David Carter" <dcarter@datarecall.net>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
References: <list-394732@logan.com>
Subject: Re: [FlyRotary] Re: Rev 3.1 static tests
Date: Sun, 5 Sep 2004 22:40:29 -0500
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Rusty,

Pressure is pressure, i.e., it will be the same if you have "good" mass flow
or "bad" mass flow.

Power will be a function of MAP only when there are no other variables,
e.g., with SAME engine air inlet duct, same speed, etc.  Like on a factory
plane where everything is "frozen" by FAA certification voodoo.

A better indicator of power is: At a constant Fuel-Air ratio (as ref'd on
your indicator), if you have more mass flow (better inlet) you will also
have a higher fuel flow indicator reading.
    -  So, if MAP stays the same, then higher fuel flow at some "same" A-F
ratio, is a direct indication of "more air mass flow", i.e, better duct.

David

----- Original Message ----- 
From: "Russell Duffy" <13brv3@bellsouth.net>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Sent: Sunday, September 05, 2004 9:58 PM
Subject: [FlyRotary] Re: Rev 3.1 static tests


I never hear the rotary folks talk about filters - I think most are using NO
filter, so my comments above are N/A.

Thanks David.  I wish I could blame it on a filter, but I don't have one.
As I mentioned, it could simply be a bad reading from the TB port.

As an odd note, all of my tests have shown the same MAP, but up to 500 rpm
difference.  It's my understanding that it takes a significant amount of
extra power to go from 5500 to 6000 rpm at full load, so I don't see how the
MAP reading can be accurate.  Still thinking about how this all works
though.

Rusty (I was just kidding Ed)