X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imr-da06.mx.aol.com ([205.188.169.203] verified) by logan.com (CommuniGate Pro SMTP 5.3.10) with ESMTP id 4552668 for flyrotary@lancaironline.net; Tue, 02 Nov 2010 16:30:38 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.169.203; envelope-from=Lehanover@aol.com Received: from imo-ma04.mx.aol.com (imo-ma04.mx.aol.com [64.12.78.139]) by imr-da06.mx.aol.com (8.14.1/8.14.1) with ESMTP id oA2KToL9017125 for ; Tue, 2 Nov 2010 16:29:50 -0400 Received: from Lehanover@aol.com by imo-ma04.mx.aol.com (mail_out_v42.9.) id q.ea1.a5cf8b5 (45075) for ; Tue, 2 Nov 2010 16:29:46 -0400 (EDT) Received: from magic-d27.mail.aol.com (magic-d27.mail.aol.com [172.19.146.161]) by cia-mc02.mx.aol.com (v129.5) with ESMTP id MAILCIAMC027-b0134cd074b914f; Tue, 02 Nov 2010 16:29:45 -0400 From: Lehanover@aol.com Message-ID: <981df.6a69638a.3a01ceb9@aol.com> Date: Tue, 2 Nov 2010 16:29:45 EDT Subject: Re: [FlyRotary] Finite Amplitude Wave was Sausage Re: EM2 Numbers To: flyrotary@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_981df.6a69638a.3a01ceb9_boundary" X-Mailer: 9.0 Security Edition for Windows sub 5382 X-AOL-IP: 72.187.199.116 X-Spam-Flag:NO X-AOL-SENDER: Lehanover@aol.com --part1_981df.6a69638a.3a01ceb9_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 10/31/2010 11:31:50 P.M. Eastern Daylight Time, eanderson@carolina.rr.com writes: Thanks for the credit, Bill, but not certain I used the "Sausage" ideal. Regardless, it is true we are dealing with pulses of energy in the intake - so you could think of those as the links in the string of a sausage. The periphery port engine is more profoundly affected by its exhaust system than is the side port engine. In the side port, the port is actually closed off by the sides of the rotor. The overlap period is short. The Renesis actually has zero overlap (Intake and exhaust open and connected). So thinking like a piston engine, with reflected waves and such works out fine. Not the case for the periphery port engine. The periphery port engine tunes more like a really high strung dirt bike. Where you might change mufflers (actually tuning devices) for different tracks or conditions. There is a long overlap period. The intake and exhaust are free flowing and the connection is free of sharp angles. In a side port installation, you might get away with a poor car like exhaust system. On a periphery port engine anything short of a free flowing header is going to cost plenty of HP. Tuning if possible at all, will be difficult. Changes in intake length may make little difference. Until, the exhaust is up to code. You have two or 3 single rotor engines sharing a muffler, and a crank. The conditions in the muffler must be kept identical for each engine, lest one or the other be dragging in some RPM range. The easy way to do this is to collect the identical length headers before the muffler. There you are, identical conditions for each engine. Dyno it with the aircraft system installed, or, don't bother. The first time I got the headers right, the driver said the rear end was broken. Spinning only the left rear. He could see the smoke leaving tight corners. It was a Speedway Quick change with a spool. Nothing was broken. The right side was spinning as well, he just couldn't see it. Feels greasy he said. Request a Viking departure. (With proper oil and fuel pick ups of course). Lynn E. Hanover --part1_981df.6a69638a.3a01ceb9_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

In a message dated 10/31/2010 11:31:50 P.M. Eastern Daylight Time,=20 eanderson@carolina.rr.com writes:

Thanks for the credit, Bill, but not certain I= used the=20 "Sausage" ideal. Regardless, it is true we are dealing with= pulses=20 of energy in the intake - so you could think of those as the links in th= e=20 string of a sausage.

The periphery port engine is more profoundly affected by its exhaust= system=20 than is the side port engine.

In the side port, the port is actually closed off by the sides of the= =20 rotor. The overlap period is short. The Renesis actually has zero overlap= =20 (Intake and exhaust open and connected). So thinking like a piston engine,= with=20 reflected waves and such works out fine. Not the case for the periphe= ry=20 port engine.

The periphery port engine tunes more like a really high strung dirt= =20 bike. Where you might change mufflers (actually tuning devices) for= =20 different tracks or conditions. There is a long overlap period. The intake= and=20 exhaust are free flowing and the connection is free of sharp angles. In a= side=20 port installation, you might get away with a poor car like exhaust system.= On a=20 periphery port engine anything short of a free flowing header is going to= cost=20 plenty of HP. Tuning if possible at all, will be difficult. Changes in int= ake=20 length may make little difference. Until, the exhaust is up to code. =

You have two or 3 single rotor engines sharing a muffler, and a=20 crank. The conditions in the muffler must be kept identical for each= =20 engine, lest one or the other be dragging in some RPM range. The easy way= to do=20 this is to collect the identical length headers before the muffler. There= you=20 are, identical conditions for each engine.

Dyno it with the aircraft system installed, or, don't bother.

The first time I got the headers right, the driver said the rear end= was=20 broken. Spinning only the left rear. He could see the smoke leaving tight= =20 corners. It was a Speedway Quick change with a spool. Nothing was broken.= The=20 right side was spinning as well, he just couldn't see it. Feels greasy he= said.=20

Request a Viking departure. (With proper oil and fuel pick ups of=20 course).

Lynn E. Hanover

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