X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fed1rmmtao104.cox.net ([68.230.241.42] verified) by logan.com (CommuniGate Pro SMTP 5.3.4) with ESMTP id 4169002 for flyrotary@lancaironline.net; Wed, 17 Mar 2010 10:30:15 -0400 Received-SPF: none receiver=logan.com; client-ip=68.230.241.42; envelope-from=alventures@cox.net Received: from fed1rmimpo01.cox.net ([70.169.32.71]) by fed1rmmtao104.cox.net (InterMail vM.8.00.01.00 201-2244-105-20090324) with ESMTP id <20100317142939.GCUM16123.fed1rmmtao104.cox.net@fed1rmimpo01.cox.net> for ; Wed, 17 Mar 2010 10:29:39 -0400 Received: from BigAl ([72.192.128.205]) by fed1rmimpo01.cox.net with bizsmtp id uEVf1d0084S1t5C03EVfSp; Wed, 17 Mar 2010 10:29:39 -0400 X-VR-Score: 0.00 X-Authority-Analysis: v=1.1 cv=9X1BeRvGVdXikaVgI7mHUqmIOlosh/BCISq12UegNM8= c=1 sm=1 a=Vegc0WxVmH5BHtpNDyThtA==:17 a=aNqwqprg9gtcBvosdtEA:9 a=73Q8bD2pFScZ-YjDw400KKSsvMoA:4 a=CjuIK1q_8ugA:10 a=ocYpDFG2YPVsX6P85LcA:9 a=dk9huCLUJ9LjtCE3E3cA:7 a=8OmA9IV4v7GXyK_Ja8PoiKofykQA:4 a=Vegc0WxVmH5BHtpNDyThtA==:117 X-CM-Score: 0.00 From: "Al Gietzen" To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Turbo Considerations Date: Wed, 17 Mar 2010 07:29:10 -0800 Message-ID: <45811F405EC34F14827152F01C8DDE01@BigAl> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0011_01CAC5A3.895412D0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6856 In-Reply-To: Thread-Index: AcrFzlAG8f1Ch8WARRGg20Ql3WqvPgAE/bAg Importance: Normal X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 This is a multi-part message in MIME format. ------=_NextPart_000_0011_01CAC5A3.895412D0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Chris; I know little about turbocharging; so I can't help you on that score. = But I did spend some time way back about the decision of 20B vs turbo 13B. = That is a fairly even tradeoff, so when you say "that ship has sailed for me" = I'd agree. =20 My reasons for finally choosing the 20B: I think comparing the total = weight of the installation there isn't a big difference - adding the turbo, the intercooler and the extra plumbing is close to adding another rotor and = the big intermediate housing. I also felt that adding a rotor added some redundancy, whereas the turbo added more complexity and potential = failure modes. It seemed to me that pushing 2 rotors harder to get the power of = 3 added stress to the engine; but I think the the rotary can handle it, so that's not much of an issue. And the 20B fits pretty well on the = Velocity. =20 Given where you are with the 13B; and the collective experience and knowledge now available with turbos in this application; I'd say "go for it". =20 Al =20 =20 Al G did it with a 20b in the same kit airframe. However, that ship has sailed for me.=20 Actually, that brings up another issue I have been curious about. Why so much preference to a relatively hard to find and expensive 20b over a turbo??????? I noticed it routinely in the achieves. I understand the = 20b is more powerful out of the box and the conventional wisdom seems to say = the 20b is simpler...tubo's add complexity. Well, the 20b does have an extra moving part ....but, unlike the turbo option the 20b does not do much = for you in thin air, the turbo does. Also, a 13b turbo install would still = seem to be lighter than a 20b N/A install. What am I missing or do we just = really like the cool factor of the 20b (no disagreement there from me). I once again throw myself at the mercy of the collective wisdom for edification. While y'all pine away on it all, I will be confusing myself further doing some more surfing and remind myself of the other questions = I meant to ask. As always, thanks. All the best, Chris Barber Houston, GSOT ------=_NextPart_000_0011_01CAC5A3.895412D0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Chris;

I know little about = turbocharging; so I can’t help you on that score.  But I did spend some time way = back about the decision of 20B vs turbo 13B.  That is a fairly even = tradeoff, so when you say “that ship has sailed for me” I’d = agree.

 

My reasons for = finally choosing the 20B: I think comparing the total weight of the installation = there isn’t a big difference – adding the turbo, the intercooler = and the extra plumbing is close to adding another rotor and the big intermediate housing. I also felt that adding a rotor added some redundancy, whereas = the turbo added more complexity and potential failure modes.  It seemed = to me that pushing 2 rotors harder to get the power of 3 added stress to the = engine; but I think the the rotary can handle it, so that’s not much of an = issue.  And the 20B fits pretty well on the Velocity.=

 

Given where = you are with the 13B; and the collective experience and knowledge now available = with turbos in this application; I’d say “go for = it”.

 

Al

 

 

Al = G did it with a 20b in the same kit airframe. However, that ship has = sailed for me.

Actually, = that brings up another issue I have been curious about. Why so much = preference to a relatively hard to find and expensive 20b over a turbo??????? I = noticed it routinely in the achieves. I understand the 20b is more powerful = out of the box and the conventional wisdom seems to say the 20b is simpler...tubo's add complexity. Well, the 20b does have an extra = moving part <g>....but, unlike the turbo option the 20b does not do = much for you in thin air, the turbo does. Also, a 13b turbo install = would still seem to be lighter than a 20b N/A install. What am I missing or do = we just really like the cool factor of the 20b (no disagreement there from = me).

I = once again throw myself at the mercy of the collective wisdom for edification. = While y'all pine away on it all, I will be confusing myself further doing some more = surfing and remind myself of the other questions I meant to = ask.

As = always, thanks.

All = the best,

Chris = Barber

Houston, = GSOT

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