X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-pw0-f52.google.com ([209.85.160.52] verified) by logan.com (CommuniGate Pro SMTP 5.3.2) with ESMTP id 4123898 for flyrotary@lancaironline.net; Sat, 13 Feb 2010 11:32:44 -0500 Received-SPF: pass receiver=logan.com; client-ip=209.85.160.52; envelope-from=wdleonard@gmail.com Received: by pwi10 with SMTP id 10so254827pwi.25 for ; Sat, 13 Feb 2010 08:32:10 -0800 (PST) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:mime-version:received:in-reply-to:references :date:message-id:subject:from:to:content-type; bh=q+xvR6mj1ioimAF9bFLou3ndV+iiUxEq8xFDOkB3KHE=; b=mfqXwztwckwC7GTZNsJICKBPHAWR+IpG9guyrKiXP3kwr34/bx4sfrqddwVIAiqSJC VALzC7vA6DLZy68sEDf+qU+5Jj2WsQ9zKitN5O9byREMDLhp1KzBM0SYcp8rsoIuWBFj ethFdK+6BdW7I/IWevj7aAoQrD9bdWhyqfyeY= DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; b=rLtaYLaPj/jXCsrODnOsvCL3CBVIBitCfg0RQ7WBC0cc5+f20UIEfIh1QazbIXBWLd 6UsDVejcWFKMpCsz4aQszMzCX3EuM7ubsEYjSPy+J0AioxQDdrrRFZt9bG7xqStvCLwD XXox0Su3OBeRwf+9n8d2xUf0mLj5iGSuIDOvk= MIME-Version: 1.0 Received: by 10.142.3.27 with SMTP id 27mr1922751wfc.349.1266078729375; Sat, 13 Feb 2010 08:32:09 -0800 (PST) In-Reply-To: References: Date: Sat, 13 Feb 2010 08:32:08 -0800 Message-ID: <1c23473f1002130832k7c6cd475raf888da994a8ba25@mail.gmail.com> Subject: Re: [FlyRotary] N.A. Renesis to turbo From: David Leonard To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=00504502ad0dec1956047f7dec76 --00504502ad0dec1956047f7dec76 Content-Type: text/plain; charset=ISO-8859-1 Scott, SaWEEET installation. I can't wait to see that thing fly! -- David Leonard Turbo Rotary RV-6 N4VY http://N4VY.RotaryRoster.net http://RotaryRoster.net On Sat, Feb 13, 2010 at 7:28 AM, Kelly Troyer wrote: > Don, > Curious what the A/R ratio of your "On Center" TO4 exhaust turbine > housing is ?............. > Most of the recommendations from those of the group flying ahead or behind > the TO4 range > from about .96 to 1.15 A/R ratio..............Will be interested in your > rpm/mp numbers when > you get airborne................ > -- > > Kelly Troyer > "Dyke Delta"_13B ROTARY Engine > "RWS"_RD1C/EC2/EM2 > "Mistral"_Backplate/Oil Manifold > > > > > > -------------- Original message from shipchief@aol.com: -------------- > > Don, > I'm just a bit ahead of where you want to go, but way behind on the rest of > the plane. I'm wingless in the garage at home, test running in the yard with > the tail tied to a cedar tree. > I'm building an RV-8 with a turbo 13b. I welded up my own exhaust > manifold mounting a Turbonetics 60-1 using an 'on center' TO-4 turbine > housing. The compresor faces forward and a cone shaped K&N filter is direct > mounted to the compressor housing. The exhaust is an S shaped 2.25" pipe > that crosses in front of the firewall and exits out the center of the > cooling air exit (cowl flap area) parrallel to the sheet metal ramp. The > pipe is supported with a clevis to the engine mount plate (between the block > and oil pan) so it all moves in harmony with the engine/turbo, yet can grow > a bit from heat. So far the turbo muffles the engine fairly well.....but I > have not gone to War Emergency Power.....yet. > I 'borrowed' David Leonards radiator advice, and mounted it under the chin, > making a fairly generous scoop, which I tested today. > the oil cooler is mounted on the right side and uses the entire airflow > from the right cowl cheek opening. Separate air paths for radiator and oil > cooler helped solve my previous cooling failure. > I ground ran for 20 minutes today, building up RPM as it warmed up, and the > temps are stable. I chickened out and held at 3850 RPM for the last 5 > minutes, the highest I've gone yet. water temp stable @ 154F, Oil stable at > 172F. Tracy's engine monitor gives direct HP readout based on fuel flow, so > it varies as you adjust the mixture, but I ran up to about 50HP with firm > temperature control. This was very exciting for me becuase it's enough power > that the fuselage is starting to buck and shake like there might be some > power there, and promises of more. > I have not done anything with the left cowl cheek opening yet. Air entering > here goes right to the tubo air filter, and washes over the fuel injectors, > turbo assembly, and spills out the bottom with the heated radiator air. > To keep from choking the heated radiator air, I'm thinking of making a duct > to carry the left cheek air out the left side of the cowl, where I could > mount an intercooler. I've trial fitted a stock Mazda intercooler here, I > would need to remake the air tubes into/out of it. The important part of > this is cooling the fuel system and isolating the turbo heat from anything > it could damage. Dave warned me of this early on, and I have not forgotten > it. > You can see my progress at: http://gallery.eaa326.org/members/semery/ > Constructive comments are always welcome! > Scott > PS, I'm working very hard to keep this simple and light. Weight adds up > fast! > > > > > --00504502ad0dec1956047f7dec76 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable
Scott,
SaWEEET installation.=A0 I can't wait to see that thing fly!
=A0
--
David Leonard

Turbo Rotary RV-6 N4VY
http://N4VY.RotaryRoster.net
http://RotaryR= oster.net


On Sat, Feb 13, 2010 at 7:28 AM, Kelly Troyer <keltro@att.net>= ; wrote:
Don,
=A0 Curious what the A/R ratio of your "On Center" TO4 exhau= st=A0turbine housing is ?.............
Most of the recommendations from those of the group flying ahead or be= hind the TO4 range
from about .96 to 1.15 A/R ratio..............Will be interested in yo= ur rpm/mp numbers when
you get airborne................=A0
--=20

Kelly Troyer
"Dyke Delta"_13B ROTARY En= gine
"RWS"_RD1C/EC2/EM2
"Mistral"_Backplate/Oil= Manifold



=A0
-------------- Original message from shipchief@aol.com: --------------
<= br>
Don,
I'm just a bit ahead of where you want to go, but way behind on th= e rest of the plane. I'm wingless in the garage at home, test running i= n the yard=A0with the tail tied to a cedar tree.
I'm building an RV-8 with a turbo 13b. I welded up my own exhaust = manifold=A0mounting a Turbonetics 60-1 using an 'on center' TO-4 tu= rbine housing. The compresor faces forward and=A0 a cone shaped K&N fil= ter is direct mounted to the compressor housing. The exhaust is an S shaped= 2.25" pipe that crosses in front of the firewall and exits out the ce= nter of the cooling air exit (cowl flap area) parrallel to the sheet metal = ramp.=A0The pipe is supported with a clevis to the engine mount plate (betw= een the block and oil pan) so it all moves in harmony with the engine/turbo= , yet can grow a bit from heat. So far the turbo muffles the engine fairly = well.....but I have not gone to War Emergency Power.....yet.
I 'borrowed' David Leonards radiator advice, and mounted it under t= he chin, making a fairly generous scoop, which I tested today.
the oil cooler is mounted on the=A0right side and uses the=A0entire ai= rflow from the right cowl cheek opening. Separate air paths for radiator an= d oil cooler helped solve my previous cooling failure.
I ground ran for 20 minutes today, building up RPM as it warmed up, an= d the temps are stable. I chickened out and held at 3850 RPM for the last 5= minutes, the highest I've gone yet. water temp stable @ 154F, Oil stab= le at 172F. Tracy's engine monitor gives direct HP readout based on fue= l flow, so it varies as you adjust the mixture, but I=A0ran up to=A0about 5= 0HP with firm temperature control. This was very exciting for me becuase it= 's enough power that the fuselage is starting to buck and shake like th= ere might be some power there, and promises of more.
I have not done anything with the left cowl cheek opening yet. Air ent= ering here goes right to the tubo air filter, and washes over the fuel inje= ctors, turbo assembly, and spills out the bottom with the heated radiator a= ir.
To keep from choking the heated radiator air, I'm thinking of maki= ng a duct to carry the left cheek air out the left side of the cowl, where = I could mount an intercooler. I've trial fitted a stock Mazda intercool= er here, I would need to remake the air tubes into/out of it.=A0The importa= nt part of this is cooling the fuel system and isolating the turbo heat=A0f= rom anything it could damage. Dave warned me of this early on, and I have n= ot forgotten it.
You can see my progress at: http://gallery.eaa326.org/members/semery/=
Constructive comments are always welcome!
Scott
PS, I'm working very hard to keep this simple and light. Weight ad= ds up fast!

=A0





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