On Fri, Aug 24, 2012 at 4:42 PM, Dave Staten <da= vid.staten@gmail.com> wrote:

Air at altitude is cooler because of low pressure. When you compress i= t, it heats. Intake temps can be over 250 degrees, greatly increasing the c= hance of detonation. Intercoolers are VERY necessary if you want to reap an= y benefit from the turbo.

Dave.

Sent from my iPhone

On Aug 23, 2012, at 17:45, hoursaway1@comcast.net wrote:

Hay Chris, I'm not= turbo savy, but do you realy need an intercooler,,,,,,,at altitude,,,,,, t= he air is pretty cold already, the racers on the ground need them because t= he air near the ground is hot, not at 6000+++ feet. just a thought &a= mp; will be watching, a turbo instead of a muffler I'm thinking may be a be= tter choice. David R. Cook RV6A Rotary Lansing MI.

From: "Chris Barber" <cbarber@texasattorney.net>
To: "Rotary m= otors in aircraft" <flyrotary@lancaironline.net>
Sent: Wednesday, A= ugust 22, 2012 9:49:50 PM
Subject: [FlyRotary] Re: Check Temps on= Climbout was e: [FlyRotary]Turboquestion.

Yes. That is correct. The 3lb spring limits boost it is the lowest I h= ave as I wanted to start low.

I checked my intercooler and it is flowing well. No obstruction or lea= k I could find. It may be the location of the blow of valve. I will remove = it and see if I get good boost

Sent from my iPhone 4

On Aug 22, 2012, at 6:30 PM, "CozyGirrrl@aol.com" <CozyGirrrl@aol.com> wrote:

Andrew, I believe the 3 lb spring he is talking about is the wastegate= spring, this limits boost, the 3 lb one is the lowest boost available, as = the springs get stronger the more exhaust is forced through the turbo.
Chris?

Chrissi & Randi

www.CozyGirrrl.com
Cl= ickBonds 10/$7.50
CG Products, Custom Aircraft Hardware
Chairwomen, S= un-N-Fun Engine Workshop

In a message dated 8/22/2012 6:08:30 P.M. Central Daylight Time, andrew@martinag.com.au= writes:

Chris

if your blow off valve is before the inte= rcooler, it may just be opening too soon with that 3lb spring and allowing = all your air to vent, then the engine would act as NA but with the intercoo= ler as a added restriction. try a heavier spring.

Andrew

On Thu, Aug 23, 2012 at 6:53 AM, Chris Barber <cbarber@texasattorney.net>= ; wrote:

Thanks Ed. I am pleased you verifi= ed my concern after my cooling skyrocketing yesterday when I went to full p= ower.

Trying to determine where the restriction is now.

You a= re the best.

Sent from my iPhone 4

On Aug 22, 2012, at 4:48 PM, "Ed Anderson" <eanderson@carolina.rr.com> wrote:

> Chris, One thing t= o be checking on your next take off is your coolant/oil temps. As you= know take-off is the worst combination of low cooling air mass flow and ma= x engine temperature due to WOT.
>
> You would be surprised how= quickly (with the additional power you now have) you will exceed your cool= ing limits if not careful. So I would be certain to check the temps a= t a frequent rate on your next take-off until you know how the system is go= ing to react - hate to see you cook your engine during your first real Turb= o climb out.
>
> I find for my Rv-6A that I needed to get to 12= 0 mph IAS as quick as possible to get on the good side of the cooling curve= . So that generally meant take off - get safely above surround obstru= ctions, then level off/reduce climb until airspeed hit 120. Then I co= uld resume climb with cooling gradually bring the temps down as altitude an= d airflow increased. Your sweet spot airspeed would undoubtedly be di= fferent given different platform and cooling set up.
>
> Ed
= >
> --------------------------------------------------
> Fro= m: "Chris Barber" <cbarber@texasattorney.net<= /A>>
> Sent: Monday, August 20, 2012 9:17 PM
> To: "Rotary m= otors in aircraft" <flyrotary@lancaironli= ne.net>
> Subject: [FlyRotary] Turbo question.
>
>= > As I have mentioned I have had what I think are incongruent readings r= egarding my manifold pressure (mp)and engine rpm. It seems I am getting qui= te low mp as I add power to higher rpm.
>>
>> I am not we= ll versed in this area but my thought is that as I add power, even with sli= ght boost (currently using a 3 lb spring in my wastegate) eventually my mp = should raise a bit more.
>>
>> Today I did some static te= st. I recorded engine RPM with the turbo hooked up and recorded the m= p at 1000 rpm increments. Then I removed the turbo plumbing from my intake = and recorded the same info My results currently confuse me.
>>
= >> With the turbo hooked up I am getting
>>
>> RPM.= MP inches
>> 2000 - 14.0
>> 3000 - 15.5
>&g= t; 4000 - 19.3
>> 5000 - 21.6
>> 5700 - 24.5 (topped out)=
>>
>> With the turbo removed.
>>
>> 20= 00 - 15.8
>> 3000 - 15.3
>> 4000 - 19.7
>> 5000 = - 24.8
>> 5833 - 29.8
>>
>> Is this indicative o= f restriction in my plumbing? Perhaps in the inter cooler? A dirty air filt= er? A bad pop off valve or a leak not allowing the air pressure getting to = the intake. Or????
>>
>> I am uncertain what other permit= ters I need to check and provide. I am just starting my diagnosis in my Pha= se One testing. I only have 1.6 hours in the air so far. I value ya'll's di= rection and input.
>>
>> Heck, perhaps this is working pr= operly but it just doesn't seem right/comfortable.
>>
>> = Thanks folks.
>>
>> Chris Barber
>> Houston
&= gt;> Velocity SE
>> Rotary 13b turbo (?) :-)
>>
>= ;>
>>
>> Sent from my iPhone 4
>> --
>&= gt; Homepage: http://www.flyrotary.com/
>> = Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/Lis= t.html
>>
>>
>> -----
>> No virus f= ound in this message.
>> Checked by AVG - www.avg.com
>= > Version: 2012.0.2197 / Virus Database: 2437/5211 - Release Date: 08/20= /12
>>
>
> --
> Homepage: htt= p://www.flyrotary.com/
> Archive and UnSub: http://mai= l.lancaironline.net:81/lists/flyrotary/List.html

--
Homepage:= http://www.flyrotary.com/
Archive and UnSub: &nb= sp; http://mail.lancaironline.net:81/lists/flyrotary/List.html
<= /DIV>

--
Regards
Andrew Martin
Martin Ag
275 Newmarracarra Rd
Moonyoonooka WA 6532=

0427477144
08 99241145
andrew@martinag.c= om.au