X-Junk-Score: 0 [] X-Cloudmark-Score: 0 [] X-Cloudmark-Analysis: v=2.3 cv=EuKsUhUA c=1 sm=1 tr=0 a=zH84+iQVYCMqht19D97Ieg==:117 a=x7bEGLp0ZPQA:10 a=oSMvVwY2MYMA:10 a=y4yBn9ojGxQA:10 a=5kgCHx-JAAAA:8 a=Ia-xEzejAAAA:8 a=pGLkceISAAAA:8 a=yMhMjlubAAAA:8 a=3oc9M9_CAAAA:8 a=THDzFZF9X-ldS9-vjLIA:9 a=QEXdDO2ut3YA:10 a=Tr8nuKu5vpAA:10 a=kNniuv3kBPZQIP-Zq3oA:9 a=IdQtqwE3bT5kl_ZD:21 a=xHaYSeaRmFCljTX2gecA:9 a=HXjIzolwW10A:10 a=T6a71-JsGAwA:10 a=r8ZRCeaX8sBb4OpKaTiC:22 a=Urk15JJjZg1Xo0ryW_k8:22 From: "David Leonard wdleonard@gmail.com" Received: from mail-oi1-f180.google.com ([209.85.167.180] verified) by logan.com (CommuniGate Pro SMTP 6.2.14) with ESMTPS id 695055 for flyrotary@lancaironline.net; Fri, 28 Aug 2020 14:09:54 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.167.180; envelope-from=wdleonard@gmail.com Received: by mail-oi1-f180.google.com with SMTP id z22so1441085oid.1 for ; Fri, 28 Aug 2020 11:09:55 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20161025; h=mime-version:references:in-reply-to:from:date:message-id:subject:to; bh=hSKCIX18uYJIILPhcJHoWUAQ1PnXBFzcOO7v6ZnrmiE=; b=jzm6aq28G5pIOH41hGLfiVCLWqSswLMWWl4ekjTLnDVzOjohdVu3E3Ww/sWCqznbck b7n4KntBpP6tUcpNHfySULHZK0dA2uYsoA2ptzznIizsrGq/3kIV5qcCRw0TVu0VFQ9X wzExBgL7hNTbAGeqrWjM3XYFwI8RN36wkfD54ISCkUb7AAapd0tVpX4DS6/qBWLLEH7D JBaDNzGXDVLcY5qgMWmwsb3Lra5L11BmsQ44ct7kE6azfxCYGwnIUFuvfrnsf4I+i+L0 rNzHDuEVmlN4yHUkY67apVAzaJgggVv4YjwCoby45r+7uB/kBGr+4b2jtwZd8yLfotse muNQ== X-Google-DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:references:in-reply-to:from:date :message-id:subject:to; bh=hSKCIX18uYJIILPhcJHoWUAQ1PnXBFzcOO7v6ZnrmiE=; b=fOkxrd/e/L12TwsGoVVnQZOqzjsNv2BRrykZT/FBR8Kb+IsYo1zj96FfjeN0I+2AE6 hkM/QFpxMeUII9C1uECgPnoimY+qJ6MDQ06yfFZFEY/65t4o8bAP5t+4Ky6QHqcSY0/0 hkj0npbMC6VTMnq7ccT8HTBeUAlzSpsIoNVA0X6VzRz1Dkvx4o7IrOgo7gcyuc705csQ G9YHEP8fpmW7qa61mqdlA0zSok1i22oqfEYKPQWpiXHhuRBNCpcOEKs3imOTJdttg4LP dj1Vfl1HOI0KEGbR0VY8q+8hG/hTukgf9vGO02s9BUPeAJTKuxqe398SZDdLOk/2FosT mVbw== X-Gm-Message-State: AOAM533B7XVEX0D6qpfIyUHzVBiVqId9WeVB1RQ2fmomkXeQ49rJELhf 7e33uxdyZGtb9ea8zXfL/lvGRtx7sBwqy1v9/xh05F0oNfg= X-Google-Smtp-Source: ABdhPJyC4ttJOMUIHi8fELkEsutt4Pgq3DyFhBLZ4u8QYm0NK9GjcSbQYV77vVz9+bFEaDDKrmaivAqgGAhF3sxwOyU= X-Received: by 2002:a05:6808:54:: with SMTP id v20mr156667oic.69.1598638176797; Fri, 28 Aug 2020 11:09:36 -0700 (PDT) MIME-Version: 1.0 References: In-Reply-To: Date: Fri, 28 Aug 2020 11:09:24 -0700 Message-ID: Subject: Re: [FlyRotary] Re: Turbos......... To: Rotary motors in aircraft Content-Type: multipart/related; boundary="000000000000a7a2e505adf3f446" --000000000000a7a2e505adf3f446 Content-Type: multipart/alternative; boundary="000000000000a7a2e405adf3f445" --000000000000a7a2e405adf3f445 Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Thomas, Interesting. I also was drawn to the "bullet proof" simplicity of the rotary, but that led me to feel that a turbo was indicated to better take advantage of the excellent power to weight ratio. Dave Leonard On Fri, Aug 28, 2020 at 10:31 AM Thomas Mann tmann@n200lz.com < flyrotary@lancaironline.net> wrote: > I considered a 13B with a turbo and compared that (Weight & HP) to a NA > 20B. > Pound for pound the was comparable for take-off and landing. > > .... but what I kept coming back to was 'Why did you select the Rotary in > the first place?" > The answer to that centered around the practically bullet proof simplicit= y > of the design. > Why would you go to a power plant that is truly simple in design only to > complicate it with a Turbo? > > That's my logic path for selecting the 20B vs. a 13B-Turbo > Either power plant will kick butt in a Long-EZ. > > T Mann > > > > ------------------------------ > *From*: "James Whitehurst flyboyusvi@gmail.com" < > flyrotary@lancaironline.net> > *Sent*: Friday, August 28, 2020 11:47 AM > *To*: "Rotary motors in aircraft" > *Subject*: [FlyRotary] Re: Turbos......... > > > ??? Above 10,000 ft? I couldn=E2=80=99t figure out how=E2=80=A6 so I just= received my Borg > Warner EFR9280 Turbos with water and oil cooled ctr aluminum housing. I > know its more complex but I figure I=E2=80=99ll have the HP to 18,000=E2= =80=99. Comments > enjoyed? James whitehurst > > > > Sent from Mail for > Windows 10 > > > > *From: *lehanover lehanover@aol.com > *Sent: *Friday, August 28, 2020 9:47 AM > *To: *Rotary motors in aircraft > *Subject: *[FlyRotary] Re: Turbos......... > > > > As you can see on this dyno sheet much power is available where most folk= s > like to run aircraft Rotaries. > > > > The ports you see in that picture are designed to operate best at 9,400 > RPM, at 250HP, however that is a 12-A engine. > > 2292 CCs vice 2900 CCs for a 13-B, so more power from a 13-B. So ports > designed for best power at say 5,500 RPM would have a shorter top (Closin= g > Point) and a smaller bridge opening. I do not let any of the side seal en= ds > to cross over the port so side seal damage is not a factor. So very nearl= y > stock service life minus the wear you would expect from spending hours of > operation at full throttle. With synthetic 2 cycle oil in the fuel and in > the sump I suspect (but do not know) about 500 to 1,000 hours. A hot > compression check or a hot > > leakdown test will tell the tail.........LEH > > > > In a message dated 8/28/2020 7:31:58 AM Eastern Standard Time, > flyrotary@lancaironline.net writes: > > > > One word....Turbo normalizing. Ok that's two words, but that's my plan. > > > > In your opinion, how reliable is a bridge port engine? At what RPM do you > see the benefits? > > Les Criscillo > > Pilot, Brewmaster, Maker > > *From:* Rotary motors in aircraft on behalf > of lehanover lehanover@aol.com > *Sent:* Thursday, August 27, 2020 9:34:07 PM > *To:* Rotary motors in aircraft > *Subject:* [FlyRotary] Turbos......... > > > > We don't need no stinking turbos.....when we can have 250HP bridge > ports...... > > > > Lynn E. Hanover > > > --000000000000a7a2e405adf3f445 Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable
Thomas,
Interesting.=C2=A0 I also was drawn to the &qu= ot;bullet proof" simplicity of the rotary, but that led me to feel tha= t a turbo was indicated to better take advantage of the excellent power to = weight ratio.

Dave Leonard

On Fri, Aug 28, 20= 20 at 10:31 AM Thomas Mann tmann@n200lz= .com <flyrotary@lanca= ironline.net> wrote:
I considered a 13B with a turbo and compared that (Weight &= HP) to a NA 20B.=C2=A0
Pound for pound the was comparable for take-off and landing.
=C2=A0
.... but what I kept coming back to was 'Why did you select the Ro= tary in the first place?"
The answer to that centered around the practically bullet proof simpli= city of the design.
Why would you go to a power plant that is truly simple in design only = to complicate it with a Turbo?
=C2=A0
That's my logic path for selecting the 20B vs. a 13B-Turbo
Either power plant will kick butt in a Long-EZ.
=C2=A0
T Mann
=C2=A0
=C2=A0
=C2=A0
= From: "James Whitehurst flyboyusvi@gmail.com" <flyrotary@lancaironline.net>= ;
Sent: Friday, August 28, 2020 11:47 AM
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net&= gt;
Subject: [FlyRotary] Re: Turbos.........
=C2=A0

??? Above 10,000 ft? I couldn=E2=80=99t figure out h= ow=E2=80=A6 so I just received my Borg Warner EFR9280 Turbos with water and= oil cooled ctr aluminum housing. I know its more complex but I figure I=E2= =80=99ll have the HP to 18,000=E2=80=99.=C2=A0 =C2=A0Comments enjoyed?=C2= =A0 =C2=A0James whitehurst

=C2=A0

Sent from Mail for Windows 10

=C2=A0

From: lehanover lehan= over@aol.com
Sent: Friday, August 28, 2020 9:47 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Turbos.........

=C2=A0

As you can see on this dyno sheet much power is availab= le where most folks like to run aircraft Rotaries.

=C2=A0

The ports you see in that picture are designed to opera= te best at 9,400 RPM, at 250HP, however that is a 12-A engine.

2292 CCs vice 2900 CCs for a 13-B, so more power from a= 13-B. So ports designed for best power at say 5,500 RPM would have a short= er top (Closing Point) and a smaller bridge opening. I do not let any of th= e side seal ends to cross over the port so side seal damage is not a factor= . So very nearly stock service life minus the wear you would expect from sp= ending hours of operation at full throttle. With synthetic 2 cycle oil in t= he fuel and in the sump I suspect (but do not know) about 500 to 1,000 hour= s. A hot compression check or a hot

leakdown test will tell the tail.........LEH=C2=A0

=C2=A0

In a message dated 8/28/2020 7:31:58 AM Eastern Stan= dard Time, flyrotary@lancaironline.net writes:

=C2=A0

One word....Turbo normalizing. Ok that's two words, but that's= my plan.

=C2=A0

In your opinion, how reliable is a bridge= port engine? At what RPM do you see the benefits?

Les Criscillo

Pilot, Brewmaster, Maker

3D""

From: Rotary mot= ors in aircraft <flyrotary@lancaironline.net> on behalf of lehanover lehanover@aol.com &l= t;flyrotar= y@lancaironline.net>
Sent: Thursday, August 27, 2020 9:34:07 PM
To: = Rotary motors in aircraft <flyrotary@lancaironline.net>
Subject: [FlyRotary] Turbos.........

=C2=A0

We don't= need no stinking turbos.....when we can have 250HP bridge ports......

=C2=A0

Lynn E. Hanover

=C2=A0
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