Today's Message Index:
----------------------
1. 06:49 AM - speed tape (Vince Frazier)
2. 07:02 AM - Re: speed tape (Ernest Hale)
3. 10:24 AM - Re: speed tape (Rob Ray)
4. 11:04 AM - Re: speed tape (Ernest Hale)
5. 11:45 AM - Re: speed tape (Rob Ray)
6. 01:07 PM - U/C Fairings (Jay McIntyre)
Message 1
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Ernest,
If I recall correctly, putting speed tape on RV ailerons was rejected
by Van. Even if you could figure out how to keep it in the slot, it
would likely ruin the great aileron feel of these planes.
Vince
Message 2
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Thanks for the advice, would rather learn on here than in the air.
Ernest
On 11/15/12 9:49 AM, "Vince Frazier" <vincefrazier@gmail.com> wrote:
>
>Ernest,
>
>If I recall correctly, putting speed tape on RV ailerons was rejected
>by Van. Even if you could figure out how to keep it in the slot, it
>would likely ruin the great aileron feel of these planes.
>
>Vince
>
>
Message 3
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Ernest,
- I have tried both Speed tape and Vortelator tape on my RV4 with very li
ttle noticeable gain. I'm not a speed freak but really appreciate efficienc
y in any aircraft.- I am actually more interested in capability at both e
nds of the speed spectrum and high efficiency in max range cruise flight. T
hat said...
I consulted a Aero Geek bro of mine and he suggested several things I attem
pt for drag reduction. (None of which involved James cowlings, wheel-pants
or plenums) After installing his improvements on my HR2 I noticed a 10-15 K
not increase in cruise speed at WOT.
Here they are:
1. Wing-Fuselage fairing, large tapered trailing edge-fuselage fairing. (Al
so helped my RV4).
2. Filling in and smoothing all control surface "end holes" including Eleva
tor at both ends (My HR2 has RV4 tail feathers, these are the voids at the
ends of the control surface that are hollow) I simply removed them, filled
with foam, sanded flush, painted and rebalanced.
3. Closing propeller/spinner gap. (I used bicycle inner-tube rubber on the
inside of my polished Cessna 310 spinner, cut to fit around prop blade and
RTV'd in place.
4. Installed Van's Pressure recovery wheel pants over my larger 380X150X5 t
ires and paid close attention to how the pant fit around the tire. I still
have 4" ground clearance at the rear of the pant in level flight attitude b
ut actually noticed a 5 knot immediate gain over the previous James Pants a
nd they work great on my 1800' turf strip.
5. Re-rigged all my control surfaces to be aligned inflight with wing tip t
railing edge/flap with a 2 degree reflex. (Hey, it works on the Maule and t
he RV10!)
All this gave my LyCon IO540 C4B5 GAMI Injected EI electronic ignition equi
pped HR2 the capability to cruise at 180 KTAS at 11,500 @ 9.5 GPH LOP. 19"/
2700 (WOT) produces just under 225 KTAS at 11,500' at 15.5 GPH LOP, caked m
ud, grass and soybeans on tailwheel cables notwithstanding!
Hope that helps!
V/R
Smokey
PS: I also installed the above mentioned improvements on my 150HP RVX Hybri
d. At S.L. WOT 28"/2800 RPM it produces 177KIAS and 175 KTAS at WOT @11,500
' Not bad for 1/2 the HP of my HR2!
--- On Thu, 11/15/12, Ernest Hale <ernest@flmitigation.com> wrote:
From: Ernest Hale <ernest@flmitigation.com>
Subject: Re: Rocket-List: speed tape
Thanks for the advice, would rather learn on here than in the air.
Ernest
On 11/15/12 9:49 AM, "Vince Frazier" <vincefrazier@gmail.com> wrote:
>
>Ernest,
>
>If I recall correctly, putting speed tape on RV ailerons was rejected
>by Van.- Even if you could figure out how to keep it in the slot, it
>would likely ruin the great aileron feel of these planes.
>
>Vince
>
>
le, List Admin.
Message 4
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Thanks, great information, I will try it.
Ernest
From: Rob Ray <smokyray@rocketmail.com>
Subject: Re: Rocket-List: speed tape
Ernest,
I have tried both Speed tape and Vortelator tape on my RV4 with very
little noticeable gain. I'm not a speed freak but really appreciate
efficiency in any aircraft. I am actually more interested in capability at
both ends of the speed spectrum and high efficiency in max range cruise
flight. That said...
I consulted a Aero Geek bro of mine and he suggested several things I
attempt for drag reduction. (None of which involved James cowlings,
wheel-pants or plenums) After installing his improvements on my HR2 I
noticed a 10-15 Knot increase in cruise speed at WOT.
Here they are:
1. Wing-Fuselage fairing, large tapered trailing edge-fuselage fairing.
(Also helped my RV4).
2. Filling in and smoothing all control surface "end holes" including
Elevator at both ends (My HR2 has RV4 tail feathers, these are the voids at
the ends of the control surface that are hollow) I simply removed them,
filled with foam, sanded flush, painted and rebalanced.
3. Closing propeller/spinner gap. (I used bicycle inner-tube rubber on the
inside of my polished Cessna 310 spinner, cut to fit around prop blade and
RTV'd in place.
4. Installed Van's Pressure recovery wheel pants over my larger 380X150X5
tires and paid close attention to how the pant fit around the tire. I still
have 4" ground clearance at the rear of the pant in level flight attitude
but actually noticed a 5 knot immediate gain over the previous James Pants
and they work great on my 1800' turf strip.
5. Re-rigged all my control surfaces to be aligned inflight with wing tip
trailing edge/flap with a 2 degree reflex. (Hey, it works on the Maule and
the RV10!)
All this gave my LyCon IO540 C4B5 GAMI Injected EI electronic ignition
equipped HR2 the capability to cruise at 180 KTAS at 11,500 @ 9.5 GPH LOP.
19"/2700 (WOT) produces just under 225 KTAS at 11,500' at 15.5 GPH LOP,
caked mud, grass and soybeans on tailwheel cables notwithstanding!
Hope that helps!
V/R
Smokey
PS: I also installed the above mentioned improvements on my 150HP RVX
Hybrid. At S.L. WOT 28"/2800 RPM it produces 177KIAS and 175 KTAS at WOT
@11,500' Not bad for 1/2 the HP of my HR2!
--- On Thu, 11/15/12, Ernest Hale <ernest@flmitigation.com> wrote:
>
> From: Ernest Hale <ernest@flmitigation.com>
> Subject: Re: Rocket-List: speed tape
> To: rocket-list@matronics.com
> Date: Thursday, November 15, 2012, 7:01 AM
>
> </mc/compose?to=ernest@flmitigation.com> >
>
> Thanks for the advice, would rather learn on here than in the air.
>
> Ernest
>
> On 11/15/12 9:49 AM, "Vince Frazier" <vincefrazier@gmail.com
> </mc/compose?to=vincefrazier@gmail.com> > wrote:
>
>> </mc/compose?to=vincefrazier@gmail.com> >
>> >
>> >Ernest,
>> >
>> >If I recall correctly, putting speed tape on RV ailerons was rejected
>> >by Van. Even if you could figure out how to keep it in the slot, it
>> >would likely ruin the great aileron feel of these planes.
>> >
>> >Vince
>> >========================httpbsp; -Matt Dralle, List
>> Admin.nbsp; --> http://www.matronics.com/Navigator?Rocket-List
> _sp; -->
>
>
> <http://forums.matronics.com>
<http://www.buildersbooks.com>
Message 5
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No worries sir :)
Check out these threads for the wing intersection fairing. The last entry h
as photos and a good writeup.
http://www.vansairforce.com/community/showthread.php?t=59131
Here is some more Aero stuff to consider from Dave Anders amazing RV4 conve
rsion written several years ago but still very applicable:
Drag Producers:
1) Bumps
nav lights
gas caps - act as spoilers
things in high pressure areas - i.e. bottom of wing
hinges (more about this later)
Tie down rings
2) Protrusions
outside on airframe - Antennas!
inside the cowl
components with cylindrical cross section = increased
drag coefficient.
~ 5X=99s the drag coeff. of a turbulent airfoil
~ 50X=99s the drag coeff. of a laminar airfoil
What can you do?
1) eliminate - put them inside the wing tips
(Whip antenna @ 300 mph takes 3+ hp)
2) fairings - reduce drag up to 90%
3) sweep angle - 60 degrees reduces drag up to 85%
B) How much faster will you go? What is the biggest improvement?
1) The same change will produce different results on different planes. The
change depends on:
a) The percentage of the total A/C drag.
(Putting retractable gear on a tumbleweed wouldn=99t decrease it
=99s total drag much.)
b) speed of the plane to begin with.
i.e fairing a rotary beacon
100 Kts = .1 Kt
150 = .6
200 = 2.0
250 = 5.5
Different shapes with Relative drag:
Same cross sectional area in lbs
at the same velocity:
Flat plate 1.0
Cylinder .95
Half sphere forward .35
Half sphere backward 1.5
Rounded cylinder .25
Streamlined body .04
Streamlined body with .035
pressure recovery
Wire .9
Where to start?
A) walk around your plane and make a list of things to improve
B) remove the cowl and take a close look.
Cooling Drag
A) NACA (National Advisory Committee for Aeronautics)
30 to 46% of total aircraft drag. ~ 5% is possible in a well designed syste
m.
B) Formula 1 ~ 0%
C) Excrescence drag - drag from gaps, holes, seams and exits
D) Poor baffling can produce > 50% of the excessive cooling drag.
All garlock seals leak.
Propeller - Inlet - Cowl relationship
1) propeller thrust distribution for inlet location.
2) boundary layer thickness at back edge of spinner and shank of the propel
ler.
3) differential pressure across inlet.
4) reverse flow on standard inlets.
5) prop extension to decrease flat plate area.
Inlet (stagnation inlet)
1) shape - round = smallest surface area/volume
easiest to provide best seal to plenum.
2) size - calculated from mass flow required for BTU from engine chart.
Mass flow = area X velocity X plenum efficiency
Over-sized inlets velocity resulting in pressure thus cowl drag around the
inlets.
3) round lip edge to decrease inlet stall and reduce inlet drag
Plenum design
1) Uses Bernoulli=99s Law:
volume = velocity = pressure cubed
2) Greater =82=8Fp across the cylinders carries off more BTU.
3) diffuser can diverge 5=A8/side =C2=B1 (air flow remains attache
d due to Velocity and pressure)
4) A = area of inlet (calculated by mass flow requirement)
A = area at the rear of the effect diffuser
A = area over the cylinder and head, A area = A area
5) slowing the free stream velocity 10 - 40% Cooling drag losses.
6) there should be no sharp bends or edges to minimize flow separation.
Outlet - starts under the cylinders
1) area as small as possible to re-accelerate the air to free stream condit
ion to drag.
2) Convergence zone leads to exit fuselage/firewall airfoil rounded gentle
curved sides should be ~ 35 deg.
3) Shape - NACA studies
- straight sided rectangular shallow angle converging ramp
- ramp as parallel to free stream flow as possible at end
- width to depth ratio of ramp
a) 7 to 1 for cooling systems
b) 1 to 1 for exhausts (augmenter)
4) inlet to outlet ratio: what=99s recommended, what works & why.
a) stock Van=99s: RV4 ratio ~ 39sq=9D X 60sq=9D = 150%
RV6 ratio ~ 44sq=9D X 56sq=9D = 127%
Designed for full throttle climbs at 90-100 mph
Results = increased drag at higher speeds
b) what works better:
Inlet 34sq" ( decreased To 30sq" no change)
Outlet 26sq" (excludes exhaust area)
Ratio 76%, could be smaller w/same ratio, CHT=99s 350=A8 max
.
c)=0A Exhaust augmentation increases outlet velocity at higher power =0Aset
tings, reducing lower plenum/cowl pressure which increases =82=8Fp ac
ross=0A cylinders. This aids in cooling at lower climb speeds.
Aerodynamics 101
Not much to know
1) drag is bad
2) efficiency is good
3) more hp is better
Formulas:
hp X prop efficiency = thrust hp
1) thrust hp = Flat plate area (sqft) X speed (mph)
146225
Flat plate area = Thrust hp X 146225
Speed
Speed = Thrust hp X 146225 Flat plate area
2) Propellor efficiency ask the manufacturer
Hartzell: stock 76-66-6 =91 78% =C2=B1
blended airfoil =91 80.5% =C2=B1
3) horsepower:
(gals leaned to max pwr, 100=A8-120=A8 rop)
HP = fuel flow X 5.9lbs/gal
bsfc
Brake specific fuel consumption (bsfc)
360 stock motor 8.5:1 comp .50
360 10.5:1 comp, flowed, w/everything .44
200 10.5:1 comp, w/everything .40
4) horsepower increases for 360 due to :
a) rpm; 100 rpm = ~ 1.8 - 2.0 hp/cylinder
b) manifold pressure; 1" =~ 2.1 - 2.2 hp/cylinder
5) calculating drag (in lbs)
Dynamic Pressure X drag coeff X area of object = actual drag
a) dynamic press in lb/sqft:
= pv
= air density .00238
(sea level std day)
V = true airspeed in ft/sec
(1 mph = 1.467 ft/sec)
b)=0A drag coeff: is a number of the force of the wind as compared to what
=0Ayou would expect. i.e a flat plate = 1.3 due to edge & wake =0Aturbule
nce.
dynamic press X sqft of the object X drag coeff X tas in fps
550 ft-lbs-sec /hp X prop eff
Produces HP required/object
Example: unfaired aileron hinge brackets @ 220 Kts
In high pressure side wing, using drag coeff of 1.35 (probably low) require
s ~ 2.4 Hp for all brackets.
Faired w/streamlined bodies using .045 drag coeff requires less than .1 hp,
=81 faired = 2.3 hp increase = 1+ mph
Canoe fairing
RV-4 Performance Increase with each Modification
1992 approx 220 mph stock IO360
1) cold induction plenum
2) =9CY=9D stack exhaust
Hp 195 Prop efficiency .78
Speed 220
Flat plate area 2.0
1993 Sun 100 race 230 mph
3) electronic ignition
4) lower firewall clean-up and fairing
5) increased rpm to optimum helical tip speed (2925 rpm)
6) dynamic balance (.004 ips or better)
Note: ~ 2 hp / cylinder / 100 rpm Hp 211
results in +16 hp Prop efficiency .78
hp increased 8 mph speed 230
drag reduction increased 2 mph flat plate area 1.95
1994 Sun 100 race 235 mph
7) Racing tail wheel (no steering)
8) gap seal ( 4 single exhaust - no effect)
9) lamb tire
10) 2 piece wheel pants
Note: 5.0% Flat plate area HP 211
Increased ~ 5 mph =91 to 10 hp prop efficiency .78
Drag reduction increased 5 mph speed 235
Flat plate area 1.85
1995 Kilo Lima Trials 248 mph
11) B&C alternator
12) Engine (compression 10:1 & flow cylinders)
Prop (~ 80.5%, thinned & changed twist) ~80.5% per Hartzell
Fuel injection servo modifications
13) Plenum
14) Cowling inlet rings
15) 4 into 1 exhaust (HPC coated)
16) Augmentor outlet (jet effect)
(Should be shorter exhaust collector)
17) Cooling tunnel fuselage modifaction
18) Improved firewall fairings
(Added convergence fairings - =81=8D =81=8E 35 is best)
19) new gear leg fairings (laminar airfoil w/pressure recovery)
Hp increased 7 mph HP 225
Drag reduction increased 6 mph prop efficiency 80.5
Speed 248
Flat plate area 1.74
1997 March 254 mph (preparation for Caf=C3=A9 Triaviathon)
20) Inlet ring and cowling modification
to increase servo intake ram air
21) aileron cuff position (re-rigged)
22) aileron hinge bracket canoe fairings
23)=0A Eng mod (increased compression, ceramic tops ~ 11:1 and friction coa
ted=0A skirts. Friction coated oil gears and advanced cam gear timing)
24) wing tips (higher aspect ratio, lower drag)
hp increased 3.5 mph Hp 235
drag reduction increased 2.5 mph prop efficiency 80.5
Speed 254
Flat plate area 1.68
1997 Sept 27 Triaviathon Record
250.7 mph TAS @ 6000' max. speed
44.7 mph min. speed
3308.2 fpm average rate of climb
New Score 2380 (breaking old record by 81%)
Note: it was very calm & cold, flat plate area now 1.45 - 1.5
=81 top speed at sun 100 race should be approx 264 mph
Only=0A the triaviathon record was calculated to standard day. All other ra
ce =0Adata was race day conditions (poorer than standard day) resulting in
=0Asub-optimum performance.
2000 Sun 100 race 261 mph (standing start)
25) Thermal barriers under the cowl. (No idea if it did anything)
26) New canopy and fastback modification
27) painted the plane
Note: I thought I should hp 235
have been faster prop efficiency 80.5
Speed 261
Hp increased 1 mph Flat plate area 1.5
drag reduction increased 6 mph
8
Current best speed under perfect conditions 265+ mph
Conclusions:
Over the years,
The increase in hp 195 hp to 235 hp (40 hp total)
Increased Prop efficiency 78% to 80.5%
So:
235 X 80.5 X 146225 = 239.5 mph
2
Means: (220 mph to 264 mph = 44 mph overall gain)
19.5 mph increase since 1992 was due to the hp & prop
24.5 mph was due to drag reduction which represents a 27% reduction in Tota
l Airframe Drag
(20% faster = 42% reduction in drag if constant pwr.
=81 remaining 15% reduction= a 23% increase in hp & 2.5% in prop
eff.)
If you add each gain from hp from each race it = 19.5 mph
Drag reduction is better, lower cost, lower maintenance and you get free sp
eed or increased mileage.
Fuel savings from:
1) drag reduction
2) electronic ignition: 1 - 10% from sea level to 12,000'
3) high compression: >>> Torque increase %
Mileage gain =91 2X=99s hp 8:1 to 9:1 2
9:1 to 10:1 1.7
Mods produced 10:1 to 11:1 1.5
1) increased speed 11:1 to 12:1 1.3
2) increased economy 12:1 to 13:1 1.1
My=0A speed increased 44 mph or 20% faster than stock. However, economy =0A
cruise at 14,000' @ 190 mph ground speed requires 4.5 gph resulting in ~=0A
42 mpg, or ~ 900 mile range w/reserve.
Flying with other RV=99s w/o any of the mods uses ~ 22% less fuel per
stop especially when were high and lean.
9
If lower than 65% power you can run Lean Of Peak.
1850 hrs X 8 gals/hr =~ 14,800 gals burned
X $3.75 /gal
$ 55,500
X 20%
$ 11,100 savings
27% of increased performance from drag reduction
27% =C3=B7 42% (if constant pwr) = 64% X $11,100 = $ 7,100 from drag re
duction alone
Approx 135 gals free/yr for 14 years
V/R
Smokey
--- On Thu, 11/15/12, Ernest Hale <ernest@flmitigation.com> wrote:
From: Ernest Hale <ernest@flmitigation.com>
Subject: Re: Rocket-List: speed tape
Thanks, great information, I will try it.
Ernest
From: Rob Ray <smokyray@rocketmail.com>
Subject: Re: Rocket-List: speed tape
Ernest,
=C2- I have tried both Speed tape and Vortelator tape on my RV4 with very
little noticeable gain. I'm not a speed freak but really appreciate effici
ency in any aircraft.=C2- I am actually more interested in capability at
both ends of the speed spectrum and high efficiency in max range cruise fli
ght. That said...
I consulted a Aero Geek bro of mine and he suggested several things I attem
pt for drag reduction. (None of which involved James cowlings, wheel-pants
or plenums) After installing his improvements on my HR2 I noticed a 10-15 K
not increase in cruise speed at WOT.
Here they are:
1. Wing-Fuselage fairing, large tapered trailing edge-fuselage fairing. (Al
so helped my RV4).
2. Filling in and smoothing all control surface "end holes" including Eleva
tor at both ends (My HR2 has RV4 tail feathers, these are the voids at=0A t
he ends of the control surface that are hollow) I simply removed them, fill
ed with foam, sanded flush, painted and rebalanced.
3. Closing propeller/spinner gap. (I used bicycle inner-tube rubber on the
inside of my polished Cessna 310 spinner, cut to fit around prop blade and
RTV'd in place.
4. Installed Van's Pressure recovery wheel pants over my larger 380X150X5 t
ires and paid close attention to how the pant fit around the tire. I still
have 4" ground clearance at the rear of the pant in level flight attitude b
ut actually noticed a 5 knot immediate gain over the previous James Pants a
nd they work great on my 1800' turf strip.
5. Re-rigged all my control surfaces to be aligned inflight with wing tip t
railing edge/flap with a 2 degree reflex. (Hey, it works on the Maule and t
he RV10!)
All this gave my LyCon IO540 C4B5 GAMI Injected EI electronic ignition equi
pped HR2 the capability to cruise at 180 KTAS at 11,500 @ 9.5=0A GPH LOP. 1
9"/2700 (WOT) produces just under 225 KTAS at 11,500' at 15.5 GPH LOP, cake
d mud, grass and soybeans on tailwheel cables notwithstanding!
Hope that helps!
V/R
Smokey
PS: I also installed the above mentioned improvements on my 150HP RVX Hybri
d. At S.L. WOT 28"/2800 RPM it produces 177KIAS and 175 KTAS at WOT @11,500
' Not bad for 1/2 the HP of my HR2!
--- On Thu, 11/15/12, Ernest Hale <ernest@flmitigation.com> wrote:
From: Ernest Hale <ernest@flmitigation.com>
Subject: Re: Rocket-List: speed tape
Thanks for the advice, would rather learn on here than in the air.
Ernest
On 11/15/12 9:49 AM, "Vince Frazier" <vincefrazier@gmail.com> wrote:
>
>Ernest,
>
>If I recall correctly, putting speed tape on RV ailerons was rejected
>by Van.=C2- Even if you could figure out how to keep it in the slot, it
>would likely ruin the great aileron feel of these planes.
>
>Vince
>======================== h
ttpbsp; =C2- =C2- =C2- =C2-=0A =C2- =C2- =C2- =C2- =C2-
=C2- =C2- -Matt Dralle, List Admin.nbsp;=C2---> http://www.matronics.
com/Navigator?Rocket-List
_sp;=C2--->
=0A=0Aic.com=0Aw.buildersbooks.com=0Athelp.com=0Aronics.com/contribution=0A
=============0A=0A
Message 6
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Thanks guys...
Bob... it is Andrews Rocket that we are looking after.
Thanks for the ideas...
Regards, Jay
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