Return-Path: <13brv3@bellsouth.net> Received: from imf25aec.mail.bellsouth.net ([205.152.59.73] verified) by logan.com (CommuniGate Pro SMTP 4.1.3) with ESMTP id 2581400 for flyrotary@lancaironline.net; Tue, 16 Sep 2003 10:23:52 -0400 Received: from rad ([68.212.12.251]) by imf25aec.mail.bellsouth.net (InterMail vM.5.01.05.27 201-253-122-126-127-20021220) with ESMTP id <20030916142352.QGBT1843.imf25aec.mail.bellsouth.net@rad> for ; Tue, 16 Sep 2003 10:23:52 -0400 From: "Russell Duffy" <13brv3@bellsouth.net> To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: Good news, Bad news Date: Tue, 16 Sep 2003 09:23:53 -0500 Message-ID: <014801c37c5e$28329700$0201a8c0@rad> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0149_01C37C34.3F5C8F00" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.4510 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 Importance: Normal In-Reply-To: This is a multi-part message in MIME format. ------=_NextPart_000_0149_01C37C34.3F5C8F00 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable So to start with, the turbo starts with lower compression so that you = can turn the screw in and make boost without hurting the engine. Then you = turn the screw in some more to make up for the intake with no tuned lengths. Then = you turn the screw in some more to make up for the dreadful restrictive = exhaust header and turbine. Then you turn the screw in some more because this = pig is supposed to be stronger than the NA engine. Then you turn the screw in = just a bit more to account for the extra 47 pounds the turbo adds to the plane. So = how much boost is that exactly? I have no Idea. A guess might be 8 to 10 pounds. =20 Hi Lynn, =20 Thanks for the message. This is probably a good summary of the losses = that have to be made up by the turbo, but I sure hope you're guess is wrong = about the amount of boost needed to break even. Anything more than about 3 pounds to break even will be more than I will be willing to live with. = I can at least skip one part of the problem, since I have 9.7 rotors. =20 =20 Thanks again. Good luck at the race. Maybe you can improve that #20 position in the next few runs. =20 Rusty =20 ------=_NextPart_000_0149_01C37C34.3F5C8F00 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Message

So to start with, the turbo starts with lower = compression so=20 that you can
turn the screw in and make boost without hurting the = engine.=20 Then you turn the
screw in some more to make up for the intake with = no tuned=20 lengths. Then you
turn the screw in some more to make up for the = dreadful=20 restrictive exhaust
header and turbine. Then you turn the screw in = some more=20 because this pig is
supposed to be stronger than the NA engine. Then = you turn=20 the screw in just a bit
more to account for the extra 47 pounds the = turbo=20 adds to the plane. So how much
boost is that exactly?
I have no = Idea. A=20 guess might be 8 to 10 pounds.

 
Hi=20 Lynn,
 
Thanks = for the=20 message.  This is probably a good summary of the losses that have = to be=20 made up by the turbo, but I sure hope you're guess is wrong about the = amount of=20 boost needed to break even.   Anything more than about 3 = pounds to=20 break even will be more than I will be willing to live with.   = I can=20 at least skip one part of the problem, since I have 9.7 rotors. =20
 
Thanks = again.  Good=20 luck at the race.  Maybe you can improve that #20 position in the = next few=20 runs. 
Rusty
 



 ------=_NextPart_000_0149_01C37C34.3F5C8F00--