Return-Path: Received: from [24.25.9.100] (HELO ms-smtp-01-eri0.southeast.rr.com) by logan.com (CommuniGate Pro SMTP 4.2b6) with ESMTP id 300690 for flyrotary@lancaironline.net; Fri, 09 Jul 2004 11:08:14 -0400 Received: from EDWARD (clt25-78-058.carolina.rr.com [24.25.78.58]) by ms-smtp-01-eri0.southeast.rr.com (8.12.10/8.12.7) with SMTP id i69F7BPg002672 for ; Fri, 9 Jul 2004 11:07:13 -0400 (EDT) Message-ID: <000a01c465c6$6aee5230$2402a8c0@EDWARD> From: "Ed Anderson" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: Turbo post mortem Date: Fri, 9 Jul 2004 11:07:14 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0007_01C465A4.E3A379C0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1409 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2800.1409 X-Virus-Scanned: Symantec AntiVirus Scan Engine This is a multi-part message in MIME format. ------=_NextPart_000_0007_01C465A4.E3A379C0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable MessageThanks, Rusty Well, I was not certain whether to call Todd's incident a turbo = problem or a situation whereby the Pilot got distracted by other things, = was not monitoring the boost and it got away from him. As best I recall = there was no damage to the turbo - JUST the engine. So you could call = it a turbo problem I guess, but I viewed it a bit different in that no = damage to the turbo in the context of A/r sizing, overspeeding, etc.. = It would have been nice to know what boost Todd was at when things did = break. =20 From my limited experience in turbocharging two cars from scratch in = the 1970s, I think the quick reving rotary is less forgiving of = inattention to boost than a reciprocating engine (and I blew pistons = before I got it all sorted out) where you might have a bit more time to = react before things reach the breaking point. =20 Ed Ed Anderson RV-6A N494BW Rotary Powered Matthews, NC ----- Original Message -----=20 From: Russell Duffy=20 To: Rotary motors in aircraft=20 Sent: Friday, July 09, 2004 9:11 AM Subject: [FlyRotary] Re: Turbo post mortem I have read that the water cooling designed in to some automobile = turbos is not really for cooling the turbo during operation. It = supposedly is to continue to provide some cooling after the engine shuts = down.=20 This is my understanding as well, but more specifically, it helps = prevent problems caused by the average driver who has no idea what goes = on in the engine compartment. The owners manual for the FD states that = you should let the engine idle for at least 30 seconds prior to shutting = it down. Even as minimal as this requirement is, how many people do you = think do it? When I was talking to Turbonetics, they said that water = cooling wasn't needed for aircraft, since they get a guaranteed cool = down period during descent, and taxi back to the hanger. They also = stated that pilots are far more willing to comply with procedures to = keep their engine's happy :-) =20 I believe Todd has done at least some of these modifications to his = turbo which may account for his lack of turbo problems. Not to be too critical, but isn't Todd the only one (so far) to damage = his engine due to overboost induced detonation? Maybe it's just me, but = I'd call that a turbo problem :-) =20 BTW, that was a very good explanation of a/r. =20 Cheers, Rusty (yawn) ------=_NextPart_000_0007_01C465A4.E3A379C0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Message
Thanks, Rusty
 
    Well, I was not = certain whether=20 to call Todd's incident a turbo problem or a situation whereby the Pilot = got=20 distracted by other things, was not monitoring the boost and it got away = from=20 him.  As best I recall there was no damage to the turbo  - = JUST the=20 engine.  So you could call it a turbo problem I guess, but I viewed = it a=20 bit different in that no damage to the turbo in the context of A/r = sizing,=20 overspeeding, etc..  It would have been nice to know what boost = Todd was at=20 when things did break. 
 
   From my limited experience = in=20 turbocharging two cars from scratch in the 1970s, I think the quick = reving=20 rotary is less forgiving of inattention to boost than a reciprocating = engine=20 (and I blew pistons before I got it all sorted out) where you might have = a bit=20 more time to react before things reach the breaking point.   =20
 
Ed
 
Ed Anderson
RV-6A N494BW Rotary Powered
Matthews, NC
----- Original Message -----
From:=20 Russell=20 Duffy
Sent: Friday, July 09, 2004 = 9:11 AM
Subject: [FlyRotary] Re: Turbo = post=20 mortem

I have read that the water cooling designed in to = some=20 automobile turbos is not really for cooling the turbo during = operation. =20 It supposedly is to continue to provide some cooling after the engine = shuts=20 down. 

This = is my=20 understanding as well, but more specifically, it helps prevent = problems caused=20 by the average driver who has no idea what goes on in the engine=20 compartment.  The owners manual for the FD states that you should = let the=20 engine idle for at least 30 seconds prior to shutting it = down.  Even=20 as minimal as this requirement is, how many people do you think do = it? =20 When I was talking to Turbonetics, they said that water cooling wasn't = needed=20 for aircraft, since they get a guaranteed cool down period during = descent, and taxi back to the hanger.  They also stated that = pilots are=20 far more willing to comply with procedures to keep their engine's = happy=20 :-)   

I believe Todd has done at least some of these modifications to his = turbo=20 which may account for his lack of turbo problems.

Not to be too critical, but isn't Todd the = only one (so=20 far) to damage his engine due to overboost induced detonation?  = Maybe=20 it's just me, but I'd call that a turbo problem :-) 

BTW, that was a very = good explanation=20 of a/r. 

Cheers,

Rusty=20 (yawn)

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