On 12/16/2008 09:54 PM, Ron Jensen wrote:

> Lets see.  Ignoring the manifold pressure and just looking at the
> assertion that an increase in RPM always leads to an increase in
> HORSEPOWER, I did a google image search for RPM vs HORSEPOWER.

OK.
 
>> This one is particularly interesting, as it shows exactly what you
>> described as an "error" in the model.  That is the horsepower decreasing
>> with increasing RPM below the red-line when throttled:
>> http://reveg-catalog.tamu.edu/images/Appendix/Engine%20Speed%20Graph-2.jpg

I don't know what that is.  There's not enough context.  It comes 
from a "revegetation" site.  Maybe it's some kind of farm tractor.
I would not be at all surprised to find a _governor_ on such a 
tractor.  What's true for tractors is not necessarily true for 
airplanes.

> Just a few random hits that disprove your assertion:
> http://myzx5.virtualdojo.net/images/dyno/Stock-vs-Volant%5BHP-AFR%5D(RPM%20Base).jpg

That's from a Ford Focus.  It has a rev limiter built into the
electronic ignition.  In that respect it is very unlike the real 
O-320 as installed in a real Cessna 172P.  In other respects,
notably the very large range over which the power at first
increases and then levels off as a function of rotation rate, 
it behaves as expected.

In other words, it in some ways confirms what I said, and in
no way "disproves" anything I said.

> I will grant the current model produces too much power at lower manifold
> pressures.  I will look into that.

Yes, that's the right place to start.

I reckon some impedance in the intake would be a step in
the right direction.


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