X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from lincoln.lisco.com ([69.18.32.37] verified) by logan.com (CommuniGate Pro SMTP 5.3.8) with ESMTP id 4367332 for flyrotary@lancaironline.net; Tue, 22 Jun 2010 22:05:39 -0400 Received-SPF: none receiver=logan.com; client-ip=69.18.32.37; envelope-from=rob@mum.edu Received: from dell (76-76-232-54.lisco.net [76.76.232.54]) by lincoln.lisco.com (Postfix) with SMTP id 4F9862BEF6 for ; Tue, 22 Jun 2010 21:05:03 -0500 (CDT) Message-ID: Reply-To: "Rob" From: "Rob" To: "Rotary motors in aircraft" References: Subject: TurboCharger as a muffler Date: Tue, 22 Jun 2010 21:05:02 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0041_01CB124E.94D5CDE0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.5931 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5931 This is a multi-part message in MIME format. ------=_NextPart_000_0041_01CB124E.94D5CDE0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hi everyone, I am preparing my Bruce Turrentine 20B hybrid engine for my BD-4. As I = am thinking about all the details it occured to me that a turbo would be = a great muffler based on the experience of those on this list who have = them. It turns out that the price of a good turbo has come down to the = point that it is almost as cheap as it would be to fabricate a good = inconell exaust system. Then I can use it for boosting the engine too. Is it reasonable to think like this? What do you all think of this = proposal? The only problem is that my 20B has the high compression 9.7:1 rotors = and I'm concerned about detenation. Is it possible with the right = components to maintain sealevel pressure on take off at full throttle = and then maintain 30" MP as I get higher? I have yet to figure out what components I need to do all this. I have = been reading as much as I can about turbocharging but I can't seem to = get good answers to the above questions. Does anyone know a good place = to go to learn more about turbocharging for aircraft or how to select = components for a specific mission? I would appreciate any comments or criticism on my musings. Brief or = extensive coments are welcome. Thanks everyone. Robert Bollinger Currently flying a BD-4 with a Ford V6 ------=_NextPart_000_0041_01CB124E.94D5CDE0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Hi everyone,

I am preparing my Bruce Turrentine=20 20B hybrid engine for my BD-4. As I am thinking about all = the=20 details it occured to me that a turbo would be a great muffler = based on=20 the experience of those on this list who have them. It turns out that = the=20 price of a good turbo has come down to the point that it is almost as = cheap as=20 it would be to fabricate a good inconell exaust system. Then I can use = it for=20 boosting the engine too.

Is it reasonable to think like this? = What do you=20 all think of this proposal?

The only problem is that my 20B has = the high=20 compression 9.7:1 rotors and I'm concerned about detenation. Is=20 it possible with the right components to maintain sealevel = pressure on=20 take off at full throttle and then maintain 30" MP as I get=20 higher?

I have yet to figure out what = components I need=20 to do all this. I have been reading as much as I can about = turbocharging but I=20 can't seem to get good answers to the above questions. Does = anyone know=20 a good place to go to learn more about turbocharging for aircraft or = how to=20 select components for a specific mission?

I would appreciate any comments or = criticism on=20 my musings. Brief or extensive coments are welcome.

Thanks everyone.

Robert Bollinger

Currently flying a BD-4 with a Ford=20 V6

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