> >
> > >> Tracy's new fly by wire throttle.
> > >> I guess it could be done so he did it :)
> > >> --
> > >> Paul Lamar ...No rotor no motor.
> > >
> > >
> > >
> > > Paul
> > >
> > >
> > > This is the throttle from the RV-8?. With a P-port
manifold to
> > > could it be used between the compressor and the
intercooler?
> > >
> > > Hmm .....combined with his electronic mixture
control and an
> > > electric C/S prop, the control panel real estate area
for these
> > > three item becomes very small. Game like. Failure
mode with
> > > the E-throttle would be st be W.O.T. I
> > > presume.
> > >
> > >
> > > I have a central control stick in my design now
with arm
> > > rests built into the sides of the plane. Just a thought
> > > and perhaps only an experiment. I would like to
mount an
> > > auxiliary electronic side joy stick coupled to the
> > > auto pilot servos so the plane in that mode would be
> > > Fly-By-Wire in a sense.
> > >
> > > Touching the manual control stick would disengage the
> > > auto pilot and/or side joy stick reverting back to
> > > manual inputs to the cables.
> > >
> > > Doug in Japan.
> > >
> > >
> > > Yep the RX8 throttle is fly by wire. I have never been
> > > able to get it to open more than 80%. I guess the
air is
too
> > > hot around here.
> > ; >
> > > As I said recently what you really NEED in an airplane
> > > is two magnetos and a carb :) In other words KISS.
> > >
> > > BTW where in the world are you? I thought you were
on your
way to
> > > Placerville. Call me from Lancaster if you need help.
> > >
> > > Paul Lamar ...No rotor no motor.
> >
> >
> > Paul,
> >
> > Yea I got the part about magnetos and carb loud and
clear:)
> > Magnetos still have some advantages for me, carbs not.
> >
> >
> > I'm still in Japan. I had to delay my departure date
a week
> > for various reasons. I'll be seeing Tom Webber on the
18th
> > and working on the plane on the 19th and 20th. Flying
soon
> > afterwards I hope.
> >
> > Doug
> >
> >
> > ---------------------------
> >
> >
> > Hi Paul: The advantage of FI over the carb has to do with
carb ice
> > and
> > even distribution of mixture. In terms of BSFC the carb
can be as
> > good
> > as FI. When FI was first introduced on outboard
motors the FI
> > units had
> > worse BSFC than the carb engines. This was mainly due to
lack of
> > the O2
> > sensing which was not included because of water in the
exhaust.
The
> > best BSFC in the carb engines was achieved with one
carb per
cylinder.
> >
> > Bob Y
> >
> > Compared to a total electrical system failure providing
carb heat
> > is a piece of cake :) EFI and electronic ignition
suck down
> > a lot of amps. If you are flying 500 to 900 mile over
water legs
> > and you lose the electrical system you are not going to
> > make it on the back up battery alone. There ar e
places in
> > Alaska where it is 500 miles between suitable landing
> > sites.
> >
> > Totally dual electrical systems are expensive and heavy.
> >
> > Paul Lamar ...No rotor no motor.
>
> The p port carb engines I have seen all have the carb
mounted too
> high for most aircraft. Are there design options that
mount
the carb
> lower? Jerry
>
> Sure you could come out and down past the exhaust
> system with some rather long intake tubes.
>
>
> --
> Paul Lamar ...No rotor no motor.
No matter what system you run (carb or FI) it does not
matter where
the butterfly resides when at WOT if the throttle is in
the intake
tube. You could mount a side draft carb next to the block
and use
any length tubing needed to tune for max power. As soon
as you
stick a butterfly or slide in the airflow you will no
longer get
organ pipe tuning. If you want to tune for cruise you must
have the
throttle as part of the intake plenum rather than a part
of the
intake tube.
Ken Powell
Bryant, Arkansas
501-847-4721
C150 / RV-4 under construction
The goal should be to cruise at WOT (Wide Open Throttle). Use mixture
to control poweroutput.
Regards,
Matt-
I agree Matt.
I think in my type of flying (long cross country cruising
at 8000 feet or above) my engine is WOT 99% of the time.
Paul Lamar
Mixture yes, but I forgot prop RPM too.. Cruising means best BSFC at an
airpseed where drag isn't too high. Best BSFC means operating at a
mixture where all of the fuel is completely combusted (not too lean
then), lowest pumping losses (WOT) and lower RPM (longer time for fuel
to burn, and less overally transfer rate).
I would agree with Mr Powell if he said that having the throttle plate
as part of the plenum is important if you don't have a variable tube
length, and you don't have a CS prop. Without the variable length
plenum or CS prop, you likely might not be able to get into the
powerband of the engine without climbing to altitude and then diving a
bit to get the RPM to come up. Goofy. With the variable runner length
(optimizable to static RPM), you may be able to generate adequate torque
to turn a cruise prop at low airspeed for good takeoff and climb
performance.
Regards,
Matt-
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