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1. [Fot] Header primary lengths (score: 1): Author: "SHANE Ingate" <hottr6@hotmail.com>; Date: Tue, 02 Jan 2007 15:45:53 -0500; Yet, trolling through the Burns web site, I came across this "Reader's Digest Version" of exhaust tuning theory: http://www.burnsstainless.com/TechArticles/Theory/theory.html 'There are many ideas a; /html/fot/2007-01/msg00010.html (8,046 bytes)
2. Re: [Fot] Header primary lengths (score: 1): Author: "Joe Curry" <spitlist@cox.net>; Date: Tue, 2 Jan 2007 14:29:46 -0700; Joe C. _______________________________________________ Fot mailing list Fot@autox.team.net http://autox.team.net/mailman/listinfo/fot; /html/fot/2007-01/msg00011.html (8,435 bytes)
3. Re: [Fot] Header primary lengths (score: 1): Author: "Bill Babcock" <BillB@bnj.com>; Date: Sat, 6 Jan 2007 20:35:42 -0800; well to start with, unless the first quote is out of context, it's simply wrong. Shorter primaries emphasize high RPM power, because the negative sonic pressure wave arrives at the exhaust valve soon; /html/fot/2007-01/msg00042.html (9,309 bytes)
4. Re: [Fot] Header primary lengths (score: 1): Author: Michael Porter <portermd@zianet.com>; Date: Sat, 06 Jan 2007 22:36:37 -0700; Yet one more reason for wanting a dyno at home. :) But, the variables involved are pretty fascinating, and the science of it is one where failing to account for all the variables can lead to quite un; /html/fot/2007-01/msg00043.html (10,448 bytes)
5. Re: [Fot] Header primary lengths (score: 1): Author: "Terry Stetler" <tlizzard@msn.com>; Date: Sun, 7 Jan 2007 13:42:39 -0500; An interesting aside to this discussion is the development of the last piston engined fighter aircraft at the end of WW2. All of them, no matter what nation, had short, separate, exhaust stacks for e; /html/fot/2007-01/msg00047.html (7,557 bytes)
6. Re: [Fot] Header primary lengths (score: 1): Author: "Marx Christian tr4-racing" <chris@tr4-racing.de>; Date: Sun, 7 Jan 2007 20:15:31 +0100; I would think that a short pipe is the ideal combination of weight and Those engines in fighters and bombers had compressors to give the plane more flight altitude. With a compressor the ram effect o; /html/fot/2007-01/msg00049.html (8,767 bytes)
7. Re: [Fot] Header primary lengths (score: 1): Author: "Terry Stetler" <tlizzard@msn.com>; Date: Mon, 8 Jan 2007 07:27:35 -0500; RE: [Fot] Header primary lengths -- Original Message -- From: Bill Babcock<mailto:BillB@bnj.com> To: Terry Stetler<mailto:tlizzard@msn.com> ; Michael Porter<mailto:portermd@zianet.com> Cc: SHANE Inga; /html/fot/2007-01/msg00063.html (9,261 bytes)
8. Re: [Fot] Header primary lengths (score: 1): Author: Michael Porter <portermd@zianet.com>; Date: Mon, 08 Jan 2007 06:14:34 -0700; And, you're absolutely right, Terry. And, further, most aircraft engines, at least the WWII variety, had short pipes because of weight (a primary concern for aircraft), and not for additional thrust,; /html/fot/2007-01/msg00066.html (10,047 bytes)
9. Re: [Fot] Header primary lengths (score: 1): Author: <greenman62@hotmail.com>; Date: Mon, 08 Jan 2007 13:35:46 +0000; With all that rotating mass a hard left turn would wind you up goin' where you just came from... (I used to play the wargame "Ace of Aces") Greg Petrolati Champaign, Illinois That's not a leak... My; /html/fot/2007-01/msg00067.html (8,997 bytes)
10. Re: [Fot] Header primary lengths (score: 1): Author: "Bill Babcock" <BillB@bnj.com>; Date: Mon, 8 Jan 2007 05:54:17 -0800; Erm... I knew that, what was I thinking. I've seen a Corsair twin radial Wasp engine disassembled for pete's sake. I guess the vision of a spinning ww1 radial is just very persistent. I just recently; /html/fot/2007-01/msg00070.html (10,924 bytes)
11. Re: [Fot] Header primary lengths (score: 1): Author: "Richard Taylor" <tarch@bellsouth.net>; Date: Mon, 8 Jan 2007 09:51:04 -0500; Maybe this is a numbers game about "most". But for sure the Boeing B-17s, B-29s, Consolidated B-24s and a number of other bombers were all turbo-supercharged radials with, of necessity, exhaust manif; /html/fot/2007-01/msg00072.html (9,733 bytes)
12. Re: [Fot] Header primary lengths (score: 1): Author: "SHANE Ingate" <hottr6@hotmail.com>; Date: Mon, 08 Jan 2007 10:00:38 -0500; Bill, I beg to disagree. Super/turbo/super-turbocharging on military aircraft was to help them operate at their ceilings. There is not a lot of air at 35,000 feet and even with boost, they never perf; /html/fot/2007-01/msg00073.html (10,688 bytes)
13. Re: [Fot] Header primary lengths (score: 1): Author: "Marx Christian tr4-racing" <chris@tr4-racing.de>; Date: Mon, 8 Jan 2007 20:02:13 +0100; I found in a book: Engine DB 601 V 12 44,5 L 3500 HP 3100 rpm Compressor charged with 30 PSI -- Original Message -- From: "Richard Taylor" <tarch@bellsouth.net> To: "'Bill Babcock'" <BillB@bnj.com>;; /html/fot/2007-01/msg00075.html (10,834 bytes)
14. Re: [Fot] Header primary lengths (score: 1): Author: Michael Porter <portermd@zianet.com>; Date: Mon, 08 Jan 2007 13:27:15 -0700; Yeah, quite true. But, the Merlin engines, at least, were operating with a helluva lot of boost. Earlier versions of the Merlin were rated at 60" Hg above atmospheric. When they wanted more power lat; /html/fot/2007-01/msg00076.html (10,785 bytes)
15. Re: [Fot] Header primary lengths (score: 1): Author: "Kas Kastner" <kaskas@cox.net>; Date: Mon, 8 Jan 2007 13:08:00 -0800; Never Be beaten by Equipment Kas Kastner -- Original Message -- From: Kas Kastner To: Michael Porter ; SHANE Ingate Cc: BillB@bnj.com ; fot@autox.team.net Sent: Monday, January 08, 2007 12:47 PM Subj; /html/fot/2007-01/msg00078.html (9,191 bytes)
16. Re: [Fot] Header primary lengths (score: 1): Author: "Terry Stetler" <tlizzard@msn.com>; Date: Mon, 8 Jan 2007 17:53:39 -0500; The early Allison V1710s, as installed in the Curtiss P40, Bell P39 and the original P51A, were single stage supercharged. Their critical altitude was in the neighborhood of 14,500 ft. After which th; /html/fot/2007-01/msg00087.html (12,061 bytes)

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