X-Junk-Score: 0 [] X-Cloudmark-Score: 0 [] X-Cloudmark-Analysis: v=2.2 cv=PvTRVEE3 c=1 sm=1 tr=0 a=IAcAS9cNPoJwqg/TbAkGXQ==:117 a=7ZeHUF5TpD32QnDE67vapA==:17 a=x7bEGLp0ZPQA:10 a=A-0mRrAPPO4A:10 a=2ur7OfE09M0A:10 a=r77TgQKjGQsHNAKrUKIA:9 a=pGLkceISAAAA:8 a=on22okXAAAAA:8 a=_6GpL_ENAAAA:8 a=w5cDjfbz0gCNHJZDYUoA:9 a=7Zwj6sZBwVKJAoWSPKxL6X1jA+E=:19 a=QEXdDO2ut3YA:10 a=4PR2P7QzAAAA:8 a=xGq2yCYuwqtgt6GTtRYA:9 a=curXqOqIbUz8JYWG:21 a=UiCQ7L4-1S4A:10 a=hTZeC7Yk6K0A:10 a=_W_S_7VecoQA:10 a=frz4AuCg-hUA:10 a=NPqpj5bUEVj9vR1HIonK:22 a=4dqwQCo7Po2mVW515mGf:22 From: "Charlie England ceengland7@gmail.com" Received: from mail-yb1-f179.google.com ([209.85.219.179] verified) by logan.com (CommuniGate Pro SMTP 6.2.9) with ESMTPS id 11956145 for flyrotary@lancaironline.net; Tue, 04 Dec 2018 15:59:10 -0500 Received-SPF: pass receiver=logan.com; client-ip=209.85.219.179; envelope-from=ceengland7@gmail.com Received: by mail-yb1-f179.google.com with SMTP id f125so2726001ybc.0 for ; Tue, 04 Dec 2018 12:59:11 -0800 (PST) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20161025; h=subject:to:references:from:message-id:date:user-agent:mime-version :in-reply-to:content-language; bh=8cuGEhG5VxnLCVU/3qVzq8tiSDpW8KIJognDRz2sFLo=; b=L60xWpS0ddL3SgIrPWNAkPPgSQDNtaodJnzAbvXGEM+fcrL8xXxYWeWKcftWRBg/Op 6B3XZ8LqD6P+SmJ+WI0M1bnlz7UTkS5kJxb/EZ/lFSAWQ9BszQTV6xfzOLu30nfkVoz9 9rdMaQpQOQ2OuJuWJrKFHqhyMz8VyRnCFyvb35rYyabRkiNeadUStQicFdj5wdxvV87G FAe53fe/ruLmfZFs2N0oYq8u6cIb9GZqZ+kp8q8R1z1loR/0cYdo+V08GnsxHit9JksR X6lP9bMB+NEbICqD5hT97X9HT3DGTYmFb25rffKjjh2hArSSGNy0/4ZHRbm11XuagrP5 uzrw== X-Google-DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=1e100.net; s=20161025; h=x-gm-message-state:subject:to:references:from:message-id:date :user-agent:mime-version:in-reply-to:content-language; bh=8cuGEhG5VxnLCVU/3qVzq8tiSDpW8KIJognDRz2sFLo=; b=az9w5c/EDYBO0JGI8GsOign+9GMLTkE2w4o0EuLTeSVMkw73mXxpqGN2iNmsmCGFgS hxRHmvtzQ5KYQMmlMu9ie5z8lSscRgmITLbOMUXm8n2ti8aivZzIcUg1N/L1xzQe4CuX 817b3Qh382QYtfvCUiXttr7k75F+Mj1RufjLF9GL6SYOQyk4ywBB09eGwQroQb5CJwhc 2xIoRmbPEKLRSNpWVuz5aknNSIgq6X3HPOeILUUE/deegRSWWjE/wzGnpTtfVtVd8O0R ku/FpgKrBe3H/Zw9/lIcA/jD+S+b8mUxKNU7GbCxgzxO8zDrbgh/S8GKMOu4BreaJcbv ACpQ== X-Gm-Message-State: AA+aEWbus3cRuQJ5IpWUQh1FNbiadg0kms7emPR7eh8kuzaEjuSJ7g/2 XdDVCX+JZlKxFt3dANoD6pnXTmp0 X-Google-Smtp-Source: AFSGD/UV+ZlHkyqjNr3JjNYn6JOd3Ll6e1/Ohn4R/U6Xyhh2Tt7dPb5clfrqVs/jMRV6uuJmkB4YJw== X-Received: by 2002:a25:2287:: with SMTP id i129mr8795071ybi.240.1543957132811; Tue, 04 Dec 2018 12:58:52 -0800 (PST) Return-Path: Received: from [192.168.10.217] (mobile-166-170-53-207.mycingular.net. [166.170.53.207]) by smtp.googlemail.com with ESMTPSA id i21sm13205964ywg.5.2018.12.04.12.58.51 for (version=TLS1_2 cipher=ECDHE-RSA-AES128-GCM-SHA256 bits=128/128); Tue, 04 Dec 2018 12:58:52 -0800 (PST) Subject: Re: [FlyRotary] Re: Hey Neil, To: Rotary motors in aircraft References: Message-ID: <667e3149-c123-8367-bdb1-7b481df8f026@gmail.com> Date: Tue, 4 Dec 2018 15:01:22 -0600 User-Agent: Mozilla/5.0 (Windows NT 6.1; WOW64; rv:60.0) Gecko/20100101 Thunderbird/60.3.2 MIME-Version: 1.0 In-Reply-To: Content-Type: multipart/alternative; boundary="------------167A7D185CD69A8BE3229220" Content-Language: en-US X-Antivirus: Avast (VPS 181204-4, 12/04/2018), Outbound message X-Antivirus-Status: Clean This is a multi-part message in MIME format. --------------167A7D185CD69A8BE3229220 Content-Type: text/plain; charset=utf-8; format=flowed Content-Transfer-Encoding: 8bit Hi Neil, I'm about like you; I know very little about turbos. But I am from Mississippi USA, and I can usually tell future fertilizer when I step in it. After reading some of the answers you got 'elsewhere', I felt like it was half way up my pants legs. That's the reason for my earlier post. I like the price of that diesel turbo, but I'd have the same question as you about heat tolerance. I have no idea about the temps of diesel exhaust; anyone know about that? I also heard an idea, from someone I trust, about a way to somewhat reduce the turbine inlet temps, with some side benefits. He sometimes reads stuff here; maybe he'll jump in since I'm not qualified to even summarize it. Charlie On 12/4/2018 1:29 PM, Neil Unger 12348ung@gmail.com wrote: > > Ok, interesting stuff, but how do you keep the exhaust temp below 1600 > degrees without losing a lot of power?  I no longer have an EGT as it > just worried me with 1800 degrees and the cost of burnt off egt > probes.  From memory 1600 degrees goes out the window at about 6000 > rpm or less? > > Neil. > > > On 12/4/2018 2:30 AM, Jeff Whaley jwhaley@datacast.com wrote: >> >> Hi Andrew, I know next to nothing about turbo technology so have >> stayed clear of them; IIRC this is the first time I’ve heard of using >> a turbo from the agricultural industry and advice to stay clear of >> the automotive type ... seems to make sense – tractors use turbos >> that last for decades. >> >> Jeff (13B, RD1-C, 144 hrs) >> >> *From:* >> *Sent:* December-03-18 5:14 AM >> *Subject:* Re: [FlyRotary] Re: Hey Neil, >> >> Neil, Type    Turbo selection Into search of flyrotary archives, >> you’ll get about 30 posts from 2002 to 13 that are worth reading, >> other searches will give more. >> >> Basically you want something the size of a T04 60-1, keep the A/R >1, >> something like 1.15 or 1.30 >> >> T04’s are plentiful from all the older diesels like 2wd tractors from >> last century. you probably got a few parked up around you that will >> still be servicable. If you can find one without a intercooler on it, >> chances are that it might have the right compressor. Otherwise they >> are easy to change. >> >> Steer clear of automotive turbo’s, they will overspeed at altitude & >> disintegrate, need waste gates & blow off valves. Stuff thats not >> required on an aeroplane. >> >> When installing. Put a normally open solonoid valve in the oil supply >> line. Allows you to close the oil supply if the turbo blows its seal. >> >> Always bugged me why turbo shops charge so much for such a simple part. >> >> Andrew >> > --- This email has been checked for viruses by Avast antivirus software. https://www.avast.com/antivirus --------------167A7D185CD69A8BE3229220 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: 8bit
Hi Neil,

I'm about like you; I know very little about turbos. But I am from Mississippi USA, and I can usually tell future fertilizer when I step in it. After reading some of the answers you got 'elsewhere', I felt like it was half way up my pants legs. That's the reason for my earlier post.

I like the price of that diesel turbo, but I'd have the same question as you about heat tolerance. I have no idea about the temps of diesel exhaust; anyone know about that?

I also heard an idea, from someone I trust, about a way to somewhat reduce the turbine inlet temps, with some side benefits. He sometimes reads stuff here; maybe he'll jump in since I'm not qualified to even summarize it.

Charlie

On 12/4/2018 1:29 PM, Neil Unger 12348ung@gmail.com wrote:

Ok, interesting stuff, but how do you keep the exhaust temp below 1600 degrees without losing a lot of power?  I no longer have an EGT as it just worried me with 1800 degrees and the cost of burnt off egt probes.  From memory 1600 degrees goes out the window at about 6000 rpm or less? 

Neil.


On 12/4/2018 2:30 AM, Jeff Whaley jwhaley@datacast.com wrote:

Hi Andrew, I know next to nothing about turbo technology so have stayed clear of them; IIRC this is the first time I’ve heard of using a turbo from the agricultural industry and advice to stay clear of the automotive type ... seems to make sense – tractors use turbos that last for decades.

Jeff (13B, RD1-C, 144 hrs)

 

From:
Sent: December-03-18 5:14 AM
Subject: Re: [FlyRotary] Re: Hey Neil,

 

Neil, Type    Turbo selection     Into search of flyrotary archives, you’ll get about 30 posts from 2002 to 13 that are worth reading, other searches will give more.

 

Basically you want something the size of a T04 60-1, keep the A/R >1, something like 1.15 or 1.30

T04’s are plentiful from all the older diesels like 2wd tractors from last century. you probably got a few parked up around you that will still be servicable. If you can find one without a intercooler on it, chances are that it might have the right compressor. Otherwise they are easy to change.

Steer clear of automotive turbo’s, they will overspeed at altitude & disintegrate, need waste gates & blow off valves. Stuff thats not required on an aeroplane.

 

When installing. Put a normally open solonoid valve in the oil supply line. Allows you to close the oil supply if the turbo blows its seal.

 

Always bugged me why turbo shops charge so much for such a simple part.

 

Andrew

 




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