X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fed1rmmtao107.cox.net ([68.230.241.39] verified) by logan.com (CommuniGate Pro SMTP 5.3.3) with ESMTP id 4153969 for flyrotary@lancaironline.net; Fri, 05 Mar 2010 19:43:21 -0500 Received-SPF: none receiver=logan.com; client-ip=68.230.241.39; envelope-from=rv-4mike@cox.net Received: from fed1rmimpo02.cox.net ([70.169.32.72]) by fed1rmmtao107.cox.net (InterMail vM.8.00.01.00 201-2244-105-20090324) with ESMTP id <20100306004244.GNSM20722.fed1rmmtao107.cox.net@fed1rmimpo02.cox.net> for ; Fri, 5 Mar 2010 19:42:44 -0500 Received: from willsPC ([68.105.86.80]) by fed1rmimpo02.cox.net with bizsmtp id pcik1d00C1k005Q04cik5q; Fri, 05 Mar 2010 19:42:45 -0500 X-VR-Score: -30.00 X-Authority-Analysis: v=1.1 cv=zS9SgV63hfBKgCfMNmcWTXDxxMKGbBeTgNVRdCpsi3s= c=1 sm=1 a=-ysDFG74nEMA:10 a=XruvlouZCDbGUgEaRUiNZQ==:17 a=ayC55rCoAAAA:8 a=arxwEM4EAAAA:8 a=QdXCYpuVAAAA:8 a=7g1VtSJxAAAA:8 a=ekHE3smAAAAA:20 a=UretUmmEAAAA:8 a=Ia-xEzejAAAA:8 a=nUuTZ29dAAAA:8 a=YqzJDBROjovR290dU9YA:9 a=CJMxYfgi7w8hgZZOvY4A:7 a=ip6Kn9Luyyz0WJRE5np0Qd8nv1UA:4 a=wPNLvfGTeEIA:10 a=1vhyWl4Y8LcA:10 a=EzXvWhQp4_cA:10 a=0NuO3DFXliIRGiLh:21 a=A1cjIGkY-vEbBHjo:21 a=RrhXL1-BISneFiqWjHMA:9 a=1vlZcFmWKNtdlPG9djQA:7 a=0crMzNCZNVosoI2NFdJ9VWTrxzQA:4 a=_QIpV8DZTIEMNtXI:21 a=cqrbjgj_Zmi84joj:21 a=gDY7optoF1cWfKSbL4AA:9 a=IgDxizYhQL55vYwRYG44MDQnBYMA:4 a=1Vq_FK4TplAA:10 a=_TEXE4OwpC9wfl__5YcA:9 a=RpgKvACrXiZgLDve:18 a=6WFUcij6F-Rpmo9L:18 a=NszGyL8fYtebRWHS:18 a=XruvlouZCDbGUgEaRUiNZQ==:117 X-CM-Score: 0.00 Message-ID: <3BE17E9F0C4243EE8CA050263D819FAE@willsPC> From: "Mike Wills" To: "Rotary motors in aircraft" References: In-Reply-To: Subject: Re: [FlyRotary] Re: Vance Jaqua and Propellers Date: Fri, 5 Mar 2010 16:42:43 -0800 MIME-Version: 1.0 Content-Type: multipart/related; type="multipart/alternative"; boundary="----=_NextPart_000_0057_01CABC82.E084CB50" X-Priority: 3 X-MSMail-Priority: Normal Importance: Normal X-Mailer: Microsoft Windows Live Mail 14.0.8089.726 X-MimeOLE: Produced By Microsoft MimeOLE V14.0.8089.726 This is a multi-part message in MIME format. ------=_NextPart_000_0057_01CABC82.E084CB50 Content-Type: multipart/alternative; boundary="----=_NextPart_001_0058_01CABC82.E084CB50" ------=_NextPart_001_0058_01CABC82.E084CB50 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable And now we've come full circle to the question I have asked a couple of = times. As noted, my engine hits an RPM limit at significantly less than = full throttle, even down near sea level. I've taken this as an = indication that I'm breathing limited and not making the HP that I = could. Likely on the intake side as I think I've got a pretty efficient = header design on the exhaust side. But when discussed previously, quite of few of you were of the opinion = that the limitation was likely the prop and decreasing the load would = allow the RPM to come up, which would let the engine breathe better, = resulting in more HP, resulting in..... well you get the picture. This = is a real chicken versus egg dilemma. Probably the best solution is to = do what Al Gietzen did - pull the engine off the airplane and strap it = to a dyno where the load is known. That eliminates one variable and = makes the problem much simpler to solve. If I knew what the HP out of = the engine, and the number jived with what I'd originally planned, I = wouldn't hesitate to cut the prop down. Question for you Ed. The EFISM provides a HP estimate on one of its = status pages. Obviously an estimate based on fuel flow and assumed BSFC, = but do you have a feel for how accurate the number is? What's your EFISM = say for HP at full throttle, straight and level, at some given altitude = (say 8000' just for grins)? Mike Wills From: Ed Anderson=20 Sent: Friday, March 05, 2010 5:07 AM To: Rotary motors in aircraft=20 Subject: [FlyRotary] Re: Vance Jaqua and Propellers Ok, thanks, Bill - memory not what it once was {:>) =20 Here is my take on your situation. With the same prop I produced 5800 = rpm from my old 13B. This indicates to me that you might be premature = deciding to take any length off of your prop. I (if I were in your = situation) would feel more comfortable if the engine was turning at = least 5600-5800 rpm with that prop. I suspect that your = induction/exhaust system may not be as effective as they could be. = Therefore, IF you did decide at this point to trim the prop and later on = found more power you might wish you had not. I presume when you get = that RPM you have the throttle wide open and your mixture rich for best = power (around 12.5 :1 air fuel ratio) and not running on the = stiochiometric or lean side. =20 =20 Now in the scheme of things, given that I trimmed 2" and picked up 200 = rpm, the same might result for you putting you up around 5450 whereas = the 2" trim put me up to 6000 rpm. I think that my engine set up is = pretty good and produces a good amount of power for the older 13B. If I = had a Renesis I would be expecting around 6200 rpm with my current prop. = So probably trimming 2" wouldn't render your prop unsuitable for higher = power if that happened later, but I think I would first look again at my = induction/exhaust set up. There might be some more power there. =20 Ed =20 Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://www.andersonee.com http://www.dmack.net/mazda/index.html http://www.flyrotary.com/ http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.rotaryaviation.com/Rotorhead%20Truth.htm -------------------------------------------------------------------------= ------- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On = Behalf Of Bill Bradburry Sent: Friday, March 05, 2010 7:35 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Vance Jaqua and Propellers =20 The prop is a Performance Prop. 76 X 88. same as your original. =20 Bill B=20 =20 -------------------------------------------------------------------------= ------- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On = Behalf Of Ed Anderson Sent: Friday, March 05, 2010 6:17 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Vance Jaqua and Propellers Well, Bill - that may be the answer - shorten the prop. =20 But, since it is difficult to add the length back on later {:>), = consider carefully whether there may be anything else you could do to = ensure you're prop load is really what is causing the limit. 5250 rpm = with a 2.17 and the correct prop would not be at all bad. When I first = started the best I could do with the 2.17 was around 5000 - later = increased it up to the 5300-5400 rpm range. However, 5250 with a 2.85 = is on the low side. But, make certain it is not some limitation in say = the induction or exhaust system. =20 More than one individual have cut down their prop only later to find = with changes in other areas they had increased their power and could use = the extra length. =20 Again, remind me of the size of your prop?? =20 Ed =20 =20 =20 Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://www.andersonee.com http://www.dmack.net/mazda/index.html http://www.flyrotary.com/ http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.rotaryaviation.com/Rotorhead%20Truth.htm -------------------------------------------------------------------------= ------- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On = Behalf Of Bill Bradburry Sent: Thursday, March 04, 2010 11:21 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Vance Jaqua and Propellers =20 I think you hit it perfectly, Ed. I think I need to have a couple = inches cut off my prop when I send it back for finishing. Thanks for sharing with us! =20 Bill B =20 =20 -------------------------------------------------------------------------= ------- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On = Behalf Of Ed Anderson Sent: Thursday, March 04, 2010 8:53 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Vance Jaqua and Propellers Ok, Bill, taking your statement " Since the torque stays level and the = HP continues to climb, I don't get why the static rpm does not continue = to climb". =20 I'm not certain I understand your question but I think the one word = answer is "Equilibrium" . Basically increased HP implies increased RPM = (all things like air/fuel ratio, Volumetric efficiency, etc remaining = constant). More RPM at WOT generally means more air + more fuel =3D = More Power =3D more RPM until you reach equilibrium between load on the = engine and power it is producing. The engine is a volumetric pump = meaning it always displaces the same volume per revolution. So since = that volumetric displacement is a constant for any give engine, the only = easy way you change power is to change the density of the air in the = combustion chamber and therefore the fuel it can burn. That is exactly = what your are doing as you open the throttle plate. Again the chicken = and the egg thing. =20 In other words, I know of only three ways to get more power at full = throttle there are 1) increase the air density in the intake manifold = (turbo, super), 2)add an oxidizer (Nitrous Oxide) or 3). increase the = engine RPM (by reducing load). Its easy to add more fuel - what's tough = is getting more air to burn the fuel. =20 Basically once you hit your "Static rpm" you have reached the point were = the load of the prop and the power it is consuming is equal to what your = engine is producing. IF (I repeat IF) you could increase your engine = rpm at this point - you would produce more power, but the only way you = could do it is either to reduce the load on the engine (variable pitch = prop) or increase the density of the air (kick in some boost) or other = forced induction technique . Otherwise you have reached equilibrium. =20 Perhaps I did not understand what you are asking? =20 Ed =20 Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://www.andersonee.com http://www.dmack.net/mazda/index.html http://www.flyrotary.com/ http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.rotaryaviation.com/Rotorhead%20Truth.htm -------------------------------------------------------------------------= ------- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On = Behalf Of Bill Bradburry Sent: Thursday, March 04, 2010 7:32 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Vance Jaqua and Propellers =20 Hmmm! If I understand our engines correctly, they make about 150 ft-lbs = of torque. The torque curve is virtually flat from about 3-4000 rpm, = while the HP curve continues to climb with rpm. Since we have the 2.85 = PSRU, we are turning the prop with about 425 ft-lbs of torque thru the = entire range of cruise and WOT operation. This would indicate that the = engine has all the power it can use to crank the prop from a very early = stage. My static rpm is just over the 5250 rpm where the torque and HP = are equal. Since the torque stays level and the HP continues to climb, = I don't get why the static rpm does not continue to climb?? I apologize for continuing to slap you upside the headache about props! = :>) =20 Bill B =20 =20 -------------------------------------------------------------------------= ------- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On = Behalf Of Ed Anderson Sent: Thursday, March 04, 2010 4:49 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Vance Jaqua and Propellers Well, Bill, can't disagree that I'm producing more HP, but the Prop = doesn't know or care about HP, it cares about Torque. The new gear box = provides the increased torque to turn the larger prop. It's true that = if the engine was not producing more power then there would be less = torque and certainly less rpm for the prop. So it all counts.=20 =20 Look at it this way, you can have the same engine (200HP) that can = either lift a small helicopter or speed a fixed wing to speeds of = several hundred miles per hour. The major difference is the diameter or the prop and the prop's rpm = (gear box ratio selection) - the HP is the same for both. That is why I = say HP itself is not seen by the prop. =20 =20 I agree, what you are calling for is a controllable pitch prop - no = question that would be the last major development that would really make = our rotary installations sing. But, despite one serious attempt - = nothing has yet come of it - unless you can and want to spin some big $$ = as some of our rich friends have done as you mentioned {:>). =20 Since I don't care about top speed (never fly there except to see what = it is), I knew I wanted my performance tailored for take off out of = grass strips over tall trees. My philosophy is ".. Top speed doesn't = matter if you don't clear the trees!!! ." . But fortunately, it = actually helped my top end a few mph as well. =20 I certainly don't claim nor believe I understand props - I just go to a = reliable prop manufacture and tell told him what I had and what I = wanted. When I originally got my 76x88 prop, I decided I wanted 200 = more engine rpm and that is all I told Clark Lydic and he cut off an 2" = off the diameter and I got my 200 rpm increase. Could have been just = lucky, but a good prop guy can give you the right prop - IF you give him = the right information. =20 =20 Ed =20 Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://www.andersonee.com http://www.dmack.net/mazda/index.html http://www.flyrotary.com/ http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.rotaryaviation.com/Rotorhead%20Truth.htm -------------------------------------------------------------------------= ------- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On = Behalf Of Bill Bradburry Sent: Thursday, March 04, 2010 4:26 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Vance Jaqua and Propellers =20 Ed, I think a major cause of the increased performance after you changed the = gearbox and prop was due to the fact that you were now able to get more = rpm out of the engine on takeoff and therefore were generating more = horsepower. It still seems to me that to get the most performance out of the engine, = it would have to be capable of 7500 rpm at what ever flight regime you = wanted the most performance (takeoff or cruise). I don't think a fixed = pitch prop will allow both areas to be maximized. You have to pick one = or the other. What I assume that most of us have done is pick = somewhere in the middle that does not allow a maximum performance at = either end of the spectrum. (With the exception of some of the = moneybags among us like Mr. Steitle who has a con$tant $peed MT prop on = his ES.. :>) ) I am considering(actually have decided to do it) cutting my prop down to = 74" as well. What I have been wondering about is: We lose some = performance from the prop by cutting it off, but we gain a lot in HP of = the engine due to the higher rpm and also gain from the prop due to the = fact that it is rotating much faster than it was at the longer length. = Cutting 2" off the prop gives a loss of 5.2% of the cylinder of air that = it is moving. If this results in a gain of ~800 rpm, the loss is = recovered and the HP of the engine is increased considerably. I am not = talking here of static numbers, but at, say, takeoff, climb out speed = and power. =20 I am hoping some of the folks flying with these props will chime in with = some info on what actually happens in these scenarios. =20 Bill B =20 -------------------------------------------------------------------------= ------- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On = Behalf Of Ed Anderson Sent: Thursday, March 04, 2010 12:40 PM To: Rotary motors in aircraft Subject: [FlyRotary] Vance Jaqua and Propellers Hi Bob, Lynn =20 I agree with your assessments - doesn't make any sense otherwise. =20 There was a very smart individual I knew by name of Vance Jaqua. I had = several exchanges with him about propellers that made more sense to me = than what I read in Prop theory. I mean he really made sense about = props as it relates to the real and theoretical world. One of things he = pointed out regarding static thrust - was how crucial prop loading was = to thrust produced/ per horse power at/near static conditions. He took = on some of the basic tenants of current prop theory and pointed out some = thinking that just didn't seem to make sense in the real world. Here = is an extract out of his "thinking paper" on propellers he shared with = me (my comments in blue)=20 =20 The mass that we are going to accelerate for a classic airplane = propeller, is roughly a sort of cylinder of air the size of which is = related to the diameter of the prop. (in other words, whatever we do = and however efficient it is or is not - it's all relative to this = cylinder of air which is related to the diameter of the prop - so the = diameter of the prop appears to sort of set a foundation element for = all else) =20 The size of that cylinder of air controls the amount of weight flow = through the prop disk (That all important M(Mass) in our thrust and = power calculations that we discussed above). Now using that MV (momentum = =3D mass * velocity)formula, we can get 100 pounds force of thrust by = either accelerating 1 unit of mass by 100 feet per second, or by = accelerating 100 units of mass by 1 foot per second, (or any other = combination for which the answer is 100). =20 However, remember the expression for power - M times velocity squared, = divided by two. This puts a big difference on how much power we need to = make the force. The 100 feet per second case computes to 5,000 ft pounds = of energy, where the 1 foot per second case is only 50 foot pounds. This = is for the static thrust case, and explains why helicopters and STOL = type airplanes use those big, rather slow turning propellers to get off = the ground. (this also helps explains why my going from a faster turning = (68x72) prop using the 2.17 gear box to a slower turning larger diameter = (74x88) prop using the 2.85 gear box increased my static thrust and = take off performance - it gave lighter disc loading) =20 As the airplane flies faster, the need for those large diameters = becomes less important, because now your disk is "running into" lots of = pounds per second just because of your forward velocity. =20 =20 I thought these few words of Vance explained more to me than an entire = book of theory on props. =20 Here is a chart that Vance provided that illustrates his point about = low disc loading contributed to more static thrust. Particularly note = the difference it makes at zero airspeed (our static condition). A very = lightly loaded prop of 1 Hp /sq ft produces around 9 lbs of thrust per = HP at static whereas the higher loaded (more HP per sq ft of prop disc = area) the prop is - the less static thrust produced. =20 This might seem counter intuitive but Vance points out a helicopter = might have a disc loading as light as 0.25 Hp/sq ft. A helicopter can = clearly produce great amounts of static thrust as it lifts its own = weight vertically off the ground at "zero" airspeed. It would appear = that greater power and smaller prop produces less thrust due to the fact = that a smaller diameter blade is likely highly pitched to absorb the = greater power and likely has a large portion of its blade stalled or = otherwise turbulent, distorted air flow as the powerful engine churns = the air. Even the book theory indicates a slower turning prop is more = efficient in using power to move air. =20 =20 =20 =20 =20 Unfortunately, to the best of my knowledge, Vance never turned his notes = into a finished paper. He certainly had a viewpoint that I found = understandable. =20 Ed =20 Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://www.andersonee.com http://www.dmack.net/mazda/index.html http://www.flyrotary.com/ http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.rotaryaviation.com/Rotorhead%20Truth.htm =20 __________ Information from ESET NOD32 Antivirus, version of virus = signature database 3267 (20080714) __________ The message was checked by ESET NOD32 Antivirus. http://www.eset.com __________ Information from ESET NOD32 Antivirus, version of virus = signature database 3267 (20080714) __________ The message was checked by ESET NOD32 Antivirus. http://www.eset.com __________ Information from ESET NOD32 Antivirus, version of virus = signature database 3267 (20080714) __________ The message was checked by ESET NOD32 Antivirus. http://www.eset.com __________ Information from ESET NOD32 Antivirus, version of virus = signature database 3267 (20080714) __________ The message was checked by ESET NOD32 Antivirus. http://www.eset.com __________ Information from ESET NOD32 Antivirus, version of virus = signature database 3267 (20080714) __________ The message was checked by ESET NOD32 Antivirus. http://www.eset.com __________ Information from ESET NOD32 Antivirus, version of virus = signature database 3267 (20080714) __________ The message was checked by ESET NOD32 Antivirus. http://www.eset.com __________ Information from ESET NOD32 Antivirus, version of virus = signature database 3267 (20080714) __________ The message was checked by ESET NOD32 Antivirus. http://www.eset.com __________ Information from ESET NOD32 Antivirus, version of virus = signature database 3267 (20080714) __________ The message was checked by ESET NOD32 Antivirus. http://www.eset.com ------=_NextPart_001_0058_01CABC82.E084CB50 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
And now we've come full circle to the question = I have=20 asked a couple of times. As noted, my engine hits an RPM limit at = significantly=20 less than full throttle, even down near sea level. I've taken this as an = indication that I'm breathing limited and not making the HP that I = could. Likely=20 on the intake side as I think I've got a pretty efficient header design = on the=20 exhaust side.
 
But when discussed previously, quite of few of = you were=20 of the opinion that the limitation was likely the prop and decreasing = the load=20 would allow the RPM to come up, which would let the engine breathe = better,=20 resulting in more HP, resulting in..... well you get the picture. This = is a real=20 chicken versus egg dilemma. Probably the best solution is to do what Al = Gietzen=20 did - pull the engine off the airplane and strap it to a dyno where the = load is=20 known. That eliminates one variable and makes the problem much simpler = to solve.=20 If I knew what the HP out of the engine, and the number jived with what = I'd=20 originally planned, I wouldn=92t hesitate to cut the prop = down.
 
Question for you Ed. The EFISM provides a HP = estimate on=20 one of its status pages. Obviously an estimate based on fuel flow and = assumed=20 BSFC, but do you have a feel for how accurate the number is? What's your = EFISM=20 say for HP at full throttle, straight and level, at some given altitude = (say=20 8000' just for grins)?
 
Mike Wills

Sent: Friday, March 05, 2010 5:07 AM
Subject: [FlyRotary] Re: Vance Jaqua and=20 Propellers

Ok, thanks, = Bill =96=20 memory not what it once was {:>)

 

Here is my = take on your=20 situation.  With the same prop I produced 5800 rpm from my old = 13B. =20 This indicates to me that you might be premature deciding to take any = length off=20 of your prop.  I (if I were in your situation) would  feel = more=20 comfortable if  the engine was turning at least 5600-5800 rpm with = that=20 prop.  I suspect that your induction/exhaust system may not be as = effective=20 as they could be.  Therefore, IF you did decide at this point to = trim the=20 prop and later on found more power you might wish you had not. =   I=20 presume when you get that RPM you have the throttle wide open and your = mixture=20 rich for best power (around 12.5 :1 air fuel ratio) and not running on = the=20 stiochiometric  or lean side. 

 

Now in the = scheme of=20 things, given that I trimmed 2=94 and picked up 200 rpm, the same might = result for=20 you putting you up around 5450 whereas the 2=94 trim put me up to 6000 = rpm. =20 I think that my engine set up is pretty good and produces a good amount = of power=20 for the older 13B.  If I had a Renesis I would be expecting around = 6200 rpm=20 with my current prop.  So probably trimming 2=94 wouldn=92t render = your prop=20 unsuitable for higher power if that happened later, but I think I would = first=20 look again at my induction/exhaust set up.  There might be some = more power=20 there.

 

Ed   =20

Ed=20 Anderson

Rv-6A N494BW=20 Rotary Powered

Matthews,=20 NC

eanderson@carolina.rr.com

http://www.andersonee.com

http://www.dmack.net/mazda/index.html

http://www.flyrotary.com/

http://members.cox.net/rogersda/rotary/configs.htm#N494BW

http://www.r= otaryaviation.com/Rotorhead%20Truth.htm

From:=20 Rotary motors in aircraft=20 [mailto:flyrotary@lancaironline.net] On=20 Behalf Of Bill Bradburry
Sent: Friday, March 05, 2010 7:35 = AM
To: = Rotary motors in aircraft
Subject: [FlyRotary] Re: Vance = Jaqua and=20 Propellers

 

The prop is a Performance Prop.  76 X = 88. =20 same as your original.

 

Bill = B 

 

From:=20 Rotary motors in aircraft=20 [mailto:flyrotary@lancaironline.net] On=20 Behalf Of Ed Anderson
Sent: Friday, March 05, 2010 6:17 = AM
To: = Rotary motors in aircraft
Subject: [FlyRotary] Re: Vance = Jaqua and=20 Propellers

Well, Bill = =96 that may=20 be the answer =96 shorten the prop.

 

But, since it = is=20 difficult to add the length back on later {:>), consider carefully = whether=20 there may be anything else you could do to ensure you=92re prop load is = really=20 what is causing the limit.   5250 rpm with a 2.17 and the = correct prop=20 would not be at all bad.  When I first started the best I could do = with the=20 2.17 was around 5000 =96 later increased it up to the 5300-5400 rpm = range. =20 However, 5250 with a 2.85 is on the low side.  But, make certain it = is not=20 some limitation in say the induction or exhaust=20 system.

 

More than one = individual have cut down their prop only later to find with changes in = other=20 areas they had increased their power and could use the extra=20 length.

 

Again, remind = me of the=20 size of your prop??

 

Ed

 

 

 

Ed=20 Anderson

Rv-6A N494BW=20 Rotary Powered

Matthews,=20 NC

eanderson@carolina.rr.com

http://www.andersonee.com

http://www.dmack.net/mazda/index.html

http://www.flyrotary.com/

http://members.cox.net/rogersda/rotary/configs.htm#N494BW

http://www.r= otaryaviation.com/Rotorhead%20Truth.htm

From:=20 Rotary motors in aircraft=20 [mailto:flyrotary@lancaironline.net] On=20 Behalf Of Bill Bradburry
Sent: Thursday, March 04, 2010 = 11:21=20 PM
To: = Rotary motors in aircraft
Subject: [FlyRotary] Re: Vance = Jaqua and=20 Propellers

 

I think you hit it perfectly, Ed.  I = think I need=20 to have a couple inches cut off my prop when I send it back for=20 finishing.

Thanks for sharing with = us!

 

Bill B

 

 

From:=20 Rotary motors in aircraft=20 [mailto:flyrotary@lancaironline.net] On=20 Behalf Of Ed Anderson
Sent: Thursday, March 04, 2010 = 8:53=20 PM
To: = Rotary motors in aircraft
Subject: [FlyRotary] Re: Vance = Jaqua and=20 Propellers

Ok, Bill, = taking your=20  statement =93 Since the torque stays level and the HP continues to = climb, I=20 don=92t get why the static rpm does not continue to=20 climb=94.

 

I=92m not = certain I=20 understand your question  but I think the one word answer is = =93Equilibrium=94=20 . Basically increased HP implies increased RPM (all things like air/fuel = ratio,=20 Volumetric efficiency, etc remaining constant).  More RPM at WOT = generally=20 means more air + more fuel =3D More Power =3D more RPM until you reach = equilibrium=20 between load on the engine and power it is producing.  The engine = is a=20 volumetric pump meaning it always displaces the same volume per=20 revolution.  So since that volumetric displacement is a constant = for any=20 give engine, the only easy way you change power is to change the density = of the=20 air in the combustion chamber and therefore the fuel it can burn. That = is=20 exactly what your are doing as you open the throttle plate.  Again = the=20 chicken and the egg thing.

 

In other = words, I know=20 of only three  ways to get more power at full throttle there are 1) = increase the air density in the intake manifold (turbo, super), 2)add an = oxidizer (Nitrous Oxide) or 3). increase the engine RPM (by reducing=20 load).  Its easy to add more fuel =96 what=92s tough is getting = more air to=20 burn the fuel.

 

Basically = once you hit=20 your =93Static rpm=94 you have reached the point were the load of the = prop and the=20 power it is consuming is equal to what your engine is producing.  = IF (I=20 repeat IF) you could increase your engine rpm at this point =96 you = would produce=20 more power, but  the only way you could do it is either to reduce = the load=20 on the engine (variable pitch prop) or increase the density of the air = (kick in=20 some boost) or other forced induction technique .  Otherwise you = have=20 reached equilibrium.

 

Perhaps I did = not=20 understand what you are asking?

 

Ed

 

Ed=20 Anderson

Rv-6A N494BW=20 Rotary Powered

Matthews,=20 NC

eanderson@carolina.rr.com

http://www.andersonee.com

http://www.dmack.net/mazda/index.html

http://www.flyrotary.com/

http://members.cox.net/rogersda/rotary/configs.htm#N494BW

http://www.r= otaryaviation.com/Rotorhead%20Truth.htm

From:=20 Rotary motors in aircraft=20 [mailto:flyrotary@lancaironline.net] On=20 Behalf Of Bill Bradburry
Sent: Thursday, March 04, 2010 = 7:32=20 PM
To: = Rotary motors in aircraft
Subject: [FlyRotary] Re: Vance = Jaqua and=20 Propellers

 

Hmmm!  If I understand our engines = correctly, they=20 make about 150 ft-lbs of torque.  The torque curve is virtually = flat from=20 about 3-4000 rpm, while the HP curve continues to climb with rpm.  = Since we=20 have the 2.85 PSRU, we are turning the prop with about 425 ft-lbs of = torque thru=20 the entire range of cruise and WOT operation.  This would indicate = that the=20 engine has all the power it can use to crank the prop from a very early=20 stage.  My static rpm is just over the 5250 rpm where the torque = and HP are=20 equal.  Since the torque stays level and the HP continues to climb, = I don=92t=20 get why the static rpm does not continue to = climb??

I apologize for continuing to slap you upside = the=20 headache about props!  :>)

 

Bill B =   

 

From:=20 Rotary motors in aircraft=20 [mailto:flyrotary@lancaironline.net] On=20 Behalf Of Ed Anderson
Sent: Thursday, March 04, 2010 = 4:49=20 PM
To: = Rotary motors in aircraft
Subject: [FlyRotary] Re: Vance = Jaqua and=20 Propellers

Well, Bill, = can=92t=20 disagree that I=92m producing more HP, but the Prop doesn=92t know or = care about HP,=20 it cares about Torque.  The new gear box provides the increased = torque to=20 turn the larger prop.  It=92s true that if the engine was not = producing more=20 power then there would be less torque and certainly less rpm for the = prop. =20 So it all counts.

 

Look at it = this way,=20 you can have the same engine (200HP) that can either lift a small = helicopter or=20 speed a fixed wing to speeds of several hundred miles per=20 hour.

The major = difference is=20 the diameter or the prop and the prop=92s rpm (gear box ratio selection) = =96 the HP=20 is the same for both. That is why I say HP itself is not seen by the = prop. =20

 

 I = agree, what=20  you are calling for is a controllable pitch prop =96 no question = that would=20 be the last major development that would really make our rotary = installations=20 sing.  But, despite one serious attempt =96 nothing has yet come of = it =96=20 unless you can and want to spin some big $$ as some of our rich friends = have=20 done as you mentioned {:>).

 

Since I = don=92t care=20 about top speed (never fly there except to see what it is), I knew I = wanted my=20 performance tailored for take off out of grass strips over tall = trees.  My=20 philosophy is =93=85. Top speed doesn=92t matter if you don=92t clear = the trees!!! =85=94=20 .  But fortunately, it actually helped my top end a few mph as=20 well.

 

I certainly = don=92t claim=20 nor believe I understand props =96 I just go to a reliable prop = manufacture and=20 tell told him what I had  and what I wanted.  When I = originally got my=20 76x88 prop, I decided I wanted 200 more engine rpm and that is all I = told Clark=20 Lydic and he cut off an 2=94 off the diameter and I got my 200 rpm = increase. Could=20 have been just lucky, but a good prop guy can give you the right prop = =96 IF you=20 give him the right information. 

 

Ed

 

Ed=20 Anderson

Rv-6A N494BW=20 Rotary Powered

Matthews,=20 NC

eanderson@carolina.rr.com

http://www.andersonee.com

http://www.dmack.net/mazda/index.html

http://www.flyrotary.com/

http://members.cox.net/rogersda/rotary/configs.htm#N494BW

http://www.r= otaryaviation.com/Rotorhead%20Truth.htm

From:=20 Rotary motors in aircraft=20 [mailto:flyrotary@lancaironline.net] On=20 Behalf Of Bill Bradburry
Sent: Thursday, March 04, 2010 = 4:26=20 PM
To: = Rotary motors in aircraft
Subject: [FlyRotary] Re: Vance = Jaqua and=20 Propellers

 

Ed,

I think a major cause of the increased = performance after=20 you changed the gearbox and prop was due to the fact that you were now = able to=20 get more rpm out of the engine on takeoff and therefore were generating = more=20 horsepower.

It still seems to me that to get the most = performance=20 out of the engine, it would have to be capable of 7500 rpm at what ever = flight=20 regime you wanted the most performance (takeoff or cruise).  I = don=92t think=20 a fixed pitch prop will allow both areas to be maximized.  You have = to pick=20 one or the other.   What I assume that most of us have done is = pick=20 somewhere in the middle that does not allow a maximum performance at = either end=20 of the spectrum.  (With the exception of some of the moneybags = among us=20 like Mr. Steitle who has a con$tant $peed MT prop on his ES..  = :>) =20 )

I am considering(actually have decided to do = it) cutting=20 my prop down to 74=94 as well.  What I have been wondering about = is:  We=20 lose some performance from the prop by cutting it off, but we gain a lot = in HP=20 of the engine due to the higher rpm and also gain from the prop due to = the fact=20 that it is rotating much faster than it was at the longer length.  = Cutting=20 2=94 off the prop gives a loss of 5.2% of the cylinder of air that it is = moving.  If this results in a gain of ~800 rpm, the loss is = recovered and=20 the HP of the engine is increased considerably.  I am not talking = here of=20 static numbers, but at, say, takeoff, climb out speed and=20 power.

 

I am hoping some of the folks flying with = these props=20 will chime in with some info on what actually happens in these=20 scenarios.

 

Bill B

 

From:=20 Rotary motors in aircraft=20 [mailto:flyrotary@lancaironline.net] On=20 Behalf Of Ed Anderson
Sent: Thursday, March 04, 2010 = 12:40=20 PM
To: = Rotary motors in aircraft
Subject: [FlyRotary] Vance Jaqua = and=20 Propellers

Hi Bob, Lynn

 

I agree with your = assessments -=20 doesn't make any sense otherwise.

 

There was a very smart = individual I=20 knew by name of Vance Jaqua.  I had several exchanges with him = about=20 propellers that made more sense to me than what I read in Prop = theory.  I=20 mean he really made sense about props as it relates to the real and = theoretical=20 world.  One of things he pointed out regarding static thrust - was = how=20 crucial prop loading was to thrust produced/ per horse power at/near = static=20 conditions.  He took on some of the basic tenants of current prop = theory=20 and pointed out some thinking that just didn=92t seem to make sense in = the real=20 world.   Here is an extract out of his =93thinking paper=94 on = propellers=20 he shared with me (my = comments in=20 blue)

 

The mass that we are going = to=20 accelerate for a classic airplane propeller, is roughly a sort of = cylinder of=20 air the size of which is related to the diameter of the prop. =20 (in other = words,=20 whatever we do and however efficient it is or is not =96 it=92s all = relative to this=20 cylinder of air which is related to the diameter of the prop =96 so the = diameter=20 of the prop appears to sort of set a  foundation element for all=20 else)

 

The size of that cylinder = of air=20 controls the amount of weight flow through the prop disk (That all = important=20 M(Mass) in our=20 thrust and power calculations that we discussed above). Now using that = MV=20 (momentum =3D = mass *=20 velocity)formula, we can get 100 = pounds=20 force of thrust by either accelerating 1 unit of mass by 100 feet per = second, or=20 by accelerating 100 units of mass by 1 foot per second, (or any other=20 combination for which the answer is 100).

 

 However, remember = the=20 expression for power - M times velocity squared, divided by two. This = puts a big=20 difference on how much power we need to make the force. The 100 feet per = second=20 case computes to 5,000 ft pounds of energy, where the 1 foot per second = case is=20 only 50 foot pounds. This is for the static thrust case, and explains = why=20 helicopters and STOL type airplanes use those big, rather slow turning=20 propellers to get off the ground. (this also = helps=20 explains why my going from a faster turning (68x72) prop using the 2.17 = gear box=20 to a slower turning larger diameter (74x88) prop using the 2.85 gear box = increased my static thrust and  take off performance =96 it gave = lighter disc=20 loading)

 

 As the airplane = flies faster,=20 the need for those large diameters becomes less important, because now = your disk=20 is "running into" lots of pounds per second just because of your forward = velocity. 

 

I thought these few words = of Vance=20 explained more to me than an entire book of theory on=20 props.

 

Here is a chart that Vance =  provided that illustrates his point about low disc loading = contributed to=20 more static thrust.  Particularly note the difference it makes at = zero=20 airspeed (our static condition).  A very lightly loaded prop of 1 = Hp /sq ft=20 produces around 9 lbs of thrust per HP at static whereas the higher = loaded (more=20 HP per sq ft of prop disc area)  the prop is - the less static = thrust=20 produced.

 

This might seem counter = intuitive=20 but Vance points out a helicopter might have a disc loading as light as = 0.25=20 Hp/sq ft. A helicopter can clearly produce great amounts of static = thrust as it=20 lifts its own weight vertically off the ground at =93zero=94 = airspeed.  It=20 would appear that greater power and smaller prop produces less thrust = due to the=20 fact that a smaller diameter blade is likely highly pitched to absorb = the=20 greater power and likely has a large portion of its blade stalled or = otherwise=20 turbulent, distorted air flow as the powerful engine churns the = air.  Even=20 the book theory indicates a slower turning prop is more efficient in = using power=20 to move air.

 

 

 

 

 

Unfortunately, to the best = of my=20 knowledge, Vance never turned his notes into a finished paper.  He=20 certainly had a viewpoint that I found=20 understandable.

 

Ed

 

Ed Anderson

Rv-6A N494BW Rotary Powered

Matthews, NC

eanderson@carolina.rr.com

http://www.andersonee.com

http://www.dmack.net/mazda/index.html

http://www.flyrotary.com/

http://members.cox.net/rogersda/rotary/configs.htm#N494BW

http://www.r= otaryaviation.com/Rotorhead%20Truth.htm

 



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