Return-Path: Received: from imf22aec.mail.bellsouth.net ([205.152.59.70] verified) by logan.com (CommuniGate Pro SMTP 4.3c1) with ESMTP id 742108 for flyrotary@lancaironline.net; Wed, 16 Feb 2005 18:28:45 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.152.59.70; envelope-from=sqpilot@bellsouth.net Received: from [209.214.45.119] by imf22aec.mail.bellsouth.net (InterMail vM.5.01.06.11 201-253-122-130-111-20040605) with ESMTP id <20050216232754.QFWG730.imf22aec.mail.bellsouth.net@[209.214.45.119]> for ; Wed, 16 Feb 2005 18:27:54 -0500 Received: from 127.0.0.1 (AVG SMTP 7.0.300 [265.8.8]); Wed, 16 Feb 2005 17:27:42 -0600 Message-ID: <005e01c5147f$1ab04950$28724ed8@paul52u7f5qyav> From: "Paul" To: "Rotary motors in aircraft" Subject: I found the power Date: Wed, 16 Feb 2005 17:26:58 -0600 X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.2180 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 Mime-Version: 1.0 Content-Type: multipart/mixed; boundary="=======AVGMAIL-4213D6EF0C8C=======" --=======AVGMAIL-4213D6EF0C8C======= Content-Type: multipart/alternative; boundary="----=_NextPart_000_005B_01C5144C.B80C48D0" ------=_NextPart_000_005B_01C5144C.B80C48D0 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable Today I finished installing the firesleeve on the remaing fuel lines, = made some stand-offs so that the fuel lines would not be right up = against the engine, and finished hooking up and securing a few other = items. With the top cowling off, I ran the pumps for a minute, then = checked for leaks...none found. Then I started the engine and ran it = for 20 or so seconds and shut it down and reinspected for fuel leaks. = None found. I restarted and taxiied away from the hangar a bit so as to = not be as loud for others in and near the hangar and did a full power = runup. I hit 5600 static rpm's. In the past, the best I could hope for = was 5200, most of the time settling for 5100 rpm's. I taxiied back in = and installed the top cowling....max rpm's 5100. Took the top cowling = back off....max rpm's 5600. One more try....5100 with the cowling back = on. It is beginning to become more clear to me, that one of two things = are affecting rpm's. Option one is that with the top cowling on the = engine is ingesting heated air and just cannot develop the same power as = when it ingests outside unheated air. Option two is the muffler bearing = may be worn. I'm kinda leaning toward option one. I was thinking of installing two small NACA ducts on the bottom of = my cowling with two hoses coming up to feed air to my TWM throttlebody. = The NACA ducts I purchased from Van's RV (made for cowling ventilation) = already have a male outlet already molded in the assembly, so you just = slide a hose over it and secure with a clamp. Very simple = installation.(Works well for my cabin ventillation) If I recall = correctly, they are about the same size as my throttle body bore. I = wonder if I will loose much efficiency as the air goes through the = corregated hose, and if the Van's RV ventillation NACA ducts will = provide a sufficient volume of air. Of course while flying, I would have = the advantage of a little bit of ram effect as well as the ability to = suck in fresh outside air that has not been heated inside the cowling = during taxi/takeoff run. Any opinions/suggestions would of course be = much appreciated. I will discuss the vapor lock issue in the next post, = so as to not complicate responses, etc. Thanks to all who reply. Paul = Conner ------=_NextPart_000_005B_01C5144C.B80C48D0 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable

Today I finished installing the = firesleeve on the=20 remaing fuel lines, made some stand-offs so that the fuel lines would = not be=20 right up against the engine, and finished hooking up and securing a few = other=20 items. With the top cowling off, I ran the pumps for a = minute, then=20 checked for leaks...none found. Then I started the engine and ran = it for=20 20 or so seconds and shut it down and reinspected for fuel leaks. None=20 found. I restarted and taxiied away from the hangar a bit so as to = not be=20 as loud for others in and near the hangar and did a full power = runup. I=20 hit 5600 static rpm's. In the past, the best I could hope for was 5200, = most of=20 the time settling for 5100 rpm's. I taxiied back in and installed = the top=20 cowling....max rpm's 5100. Took the top cowling back off....max = rpm's=20 5600. One more try....5100 with the cowling back on. It is = beginning=20 to become more clear to me, that one of two things are affecting = rpm's. =20 Option one is that with the top cowling on the engine is ingesting = heated air=20 and just cannot develop the same power as when it ingests outside = unheated=20 air. Option two is the muffler bearing may be worn. I'm = kinda=20 leaning toward option one.

I was thinking = of=20 installing two small NACA ducts on the bottom of my cowling with two = hoses=20 coming up to feed air to my TWM throttlebody. The NACA ducts I = purchased=20 from Van's RV (made for cowling ventilation) already have a male outlet = already=20 molded in the assembly, so you just slide a hose over it and secure with = a=20 clamp. Very simple installation.(Works well for my cabin = ventillation) If I=20 recall correctly, they are about the same size as my throttle body bore. = I=20 wonder if I will loose much efficiency as the air goes through the = corregated=20 hose, and if the Van's RV ventillation NACA ducts will provide a = sufficient=20 volume of air. Of course while flying, I would have the advantage of a = little=20 bit of ram effect as well as the ability to suck in fresh outside air = that has=20 not been heated inside the cowling during taxi/takeoff run. Any=20 opinions/suggestions would of course be much appreciated. I will = discuss=20 the vapor lock issue in the next post, so as to not complicate = responses,=20 etc. Thanks to all who reply. Paul Conner

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