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byoungplumbing(at)gmail.c
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 Posted: Wed Mar 12, 2014 7:28 am Post subject: reduced drag and speed. |
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kolbers... maybe I should explain my thought process,,, it seems logical to me... but I am a retired plumber, not aerospace engineer.
I think when Dennis has reduced drag, he said he is at the same speed, running the same power settings, at the same rpm... ( at least that is what I comprehended).. but with reduced drag. the same rpm is not the same power setting,,, this is evident by the reduced fuel consumption. when making changes, it is best to change only one thing at a time. thus you can quantify the changes to the results. now that Dennis has reduced the drag, and kept notes on the changes,,, IMHO in my humble opinion,,, in order to quantify the changes, he has to get the power setting back to the original settings. he could do this in 2 ways,,, first, increase the rpm till he reaches the same fuel burn, that should show an increase in speed,,, second, and the purest change here is increase load on the engine equal to the drag reduction, by increasing pitch, so he gets the same rpm at the same fuel burn that he had before drag reductions. with the same rpm and fuel burn the net difference in speed would be the benefit of reduction of drag.
I am sure there are some on the list that could tell me if I have thought this through correctly,,, or if I am full of wishful thinking.
boyd young
This email is free from viruses and malware because avast! Antivirus protection is active. [quote][b]
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John Hauck
Joined: 09 Jan 2006
Posts: 4639
Location: Titus, Alabama (hauck's holler)
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| Posted: Wed Mar 12, 2014 8:03 am Post subject: reduced drag and speed. |
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Hi Boyd Y/Kolbers:
My qualifications to comment on this are few. I am a retired soldier. Beans and bullets is about all I know.
I buy your theory.
While experimenting, you can use different prop settings to accomplish your goal.
If it was me, when it comes to prop pitch, I would continue to use the same practice as I always have:
Just bump the red line, for a 912UL it is 5,500 rpm, at wide open throttle/straight and level flight. When you get that, you have gotten to best performance for climb and cruise. The engine is happy. The airplane is happy. Therefore, the pilot and experimenter is happy, I hope. 
john h
mkIII
Titus, Alabama
: reduced drag and speed.
kolbers... maybe I should explain my thought process,,, it seems logical to me... but I am a retired plumber, not aerospace engineer.
I think when Dennis has reduced drag, he said he is at the same speed, running the same power settings, at the same rpm... ( at least that is what I comprehended).. but with reduced drag. the same rpm is not the same power setting,,, this is evident by the reduced fuel consumption. when making changes, it is best to change only one thing at a time. thus you can quantify the changes to the results. now that Dennis has reduced the drag, and kept notes on the changes,,, IMHO in my humble opinion,,, in order to quantify the changes, he has to get the power setting back to the original settings. he could do this in 2 ways,,, first, increase the rpm till he reaches the same fuel burn, that should show an increase in speed,,, second, and the purest change here is increase load on the engine equal to the drag reduction, by increasing pitch, so he gets the same rpm at the same fuel burn that he had before drag reductions. with the same rpm and fuel burn the net difference in speed would be the benefit of reduction of drag.
I am sure there are some on the list that could tell me if I have thought this through correctly,,, or if I am full of wishful thinking.
boyd young
[quote] [b]
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John Hauck
MKIII/912ULS
hauck's holler
Titus, Alabama |
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