X-Virus-Scanned: clean according to Sophos on Logan.com X-SpamCatcher-Score: 2 [X] Return-Path: Received: from ms-smtp-04.southeast.rr.com ([24.25.9.103] verified) by logan.com (CommuniGate Pro SMTP 5.1.8) with ESMTP id 2049389 for flyrotary@lancaironline.net; Thu, 17 May 2007 07:38:34 -0400 Received-SPF: pass receiver=logan.com; client-ip=24.25.9.103; envelope-from=eanderson@carolina.rr.com Received: from edward2 (cpe-024-074-103-061.carolina.res.rr.com [24.74.103.61]) by ms-smtp-04.southeast.rr.com (8.13.6/8.13.6) with SMTP id l4HBbV2x015932 for ; Thu, 17 May 2007 07:37:32 -0400 (EDT) Message-ID: <000f01c79877$fcbddd20$2402a8c0@edward2> From: "Ed Anderson" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Exhaust Ideas Date: Thu, 17 May 2007 07:39:10 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_000C_01C79856.755DA7F0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.3028 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2900.3028 X-Virus-Scanned: Symantec AntiVirus Scan Engine This is a multi-part message in MIME format. ------=_NextPart_000_000C_01C79856.755DA7F0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hi Doug, My exhaust headers are two separate tubes, each comes from its own = exhaust port, makes a 90 deg bend (plugs up installation) and exit out = the lower rear cowl. At that point, I have ball joints on each (swivels = and clamping springs). They then have the muffler inserted which is = supported at two points (front and rear). That's the extent of mine. I = think slip joints are necessary particularly using SS and the higher = exhaust temps of the rotary. But, a lot also depends on the geometry of = your exhaust system. my 0.02 cents worth Ed ----- Original Message -----=20 From: DLOMHEIM@aol.com=20 To: Rotary motors in aircraft=20 Sent: Wednesday, May 16, 2007 11:42 PM Subject: [FlyRotary] Exhaust Ideas A couple of weeks ago I got to join with another local EAA chapter = which had arranged a tour of the GAMA Injector operation just south of = Ok City in Ada, OK. Their specialty is selling their own replacement = injectors for Lycoming and Continentals and they balance each one to the = particular engine in order to allow lean of peak operations, etc. The = part I found interesting was what they learned about exhaust systems = from fabricating numerous ones and running them in their test cell. =20 From their experience their really were two failure points with the = first being between 15 and 19 hours and the second being about 95-110 = hours. The first failure point was usually due to vibration or = installation issues while the second was usually a from the materials = not being as robust as needed to survive the long haul. If their = exhausts made it past the 110 hr. point they were very confident they = would go for a very long time. On a similar note, are any of you using slip joints with springs (or = without) when you fabricate your exhaust systems? =20 I also have a conversion concepts engine mount and the tubing on left = side interferes with the manifold that came with my 13B and it will = require me to run two distinct exhaust manifolds instead of the Racing = Beat type that is a continuous manifold. Are there any special rules of = thumb / lessons learned when running two distinct manifolds like that? Thanks for any insights / opinions. Doug Lomheim RV-9A, 13B OK City, OK =20 -------------------------------------------------------------------------= ----- See what's free at AOL.com. ------=_NextPart_000_000C_01C79856.755DA7F0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Hi Doug,
 
My exhaust headers are two separate tubes, each = comes from its=20 own exhaust port, makes a 90 deg bend (plugs up installation) and exit = out the=20 lower rear cowl.  At that point, I have ball joints on each = (swivels and=20 clamping springs).  They then have the muffler inserted which is = supported=20 at two points (front and rear).  That's the extent of mine.  I = think=20 slip joints are necessary particularly using SS and the higher exhaust = temps of=20 the rotary.  But, a lot also depends on the geometry of your = exhaust=20 system.
 
my 0.02 cents worth
 
Ed
----- Original Message -----
From:=20 DLOMHEIM@aol.com=20
Sent: Wednesday, May 16, 2007 = 11:42=20 PM
Subject: [FlyRotary] Exhaust = Ideas

A couple of weeks ago I got to join with another local EAA = chapter which=20 had arranged a tour of the GAMA Injector operation just south of Ok = City in=20 Ada, OK.  Their specialty is selling their own replacement = injectors for=20 Lycoming and Continentals and they balance each one to the particular = engine=20 in order to allow lean of peak operations, etc.  The part I found = interesting was what they learned about exhaust systems from = fabricating=20 numerous ones and running them in their test cell. 
 
From their experience their really were two failure points with = the first=20 being between 15 and 19 hours and the second being about 95-110 = hours. =20 The first failure point was usually due to vibration or installation = issues=20 while the second was usually a from the materials not = being as=20 robust as needed to survive the long haul.  If their exhausts = made it=20 past the 110 hr. point they were very confident they would go for a = very long=20 time.
 
On a similar note, are any of you using slip joints = with=20 springs (or without) when you fabricate your exhaust systems?  =
 
I also have a conversion concepts engine mount and = the tubing on=20 left side interferes with the manifold that came with my 13B and it = will=20 require me to run two distinct exhaust manifolds instead of=20 the Racing Beat type that is a=20 continuous manifold.  Are there any special rules of = thumb /=20 lessons learned when running two distinct manifolds like = that?
 
Thanks for any insights / opinions.
 
Doug Lomheim
RV-9A, 13B
OK City, OK    



See what's free at AOL.com.=20
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