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Message
I'd
like this tread to continue as well. As a 20b standard compression rotor owner,
with a single turbo SS exhaust manifold that was built for a car conversion, I'd
like to find out how to match and fit out a suitable turbo to my
flying needs. I'm interested in "normalizing" at altitude, not doing the car
boost thingy. Even shielding for heat is an issue for me.
For
example, do you guys automatically limit boost at altitude via some sort
of controls, like in certified aircraft? Sure, I'd like to wait for some
"kit version" of the "World Peace" electronic stepper motor turbo controller
being built by TATI but................. http://www.taturbo.com/frames.html
Do you
have emergency blow off valves on the intake manifold? Do you have hydraulic
proportional ratio density controllers? Or just a cable to pull the waste
gate?
Do you
have alternate air intakes? Intercoolers?
Etc.
Looking for 'best practices' type info here.
Marc
Thanks John and Chris for your inputs. Sounds
like I should continue to persue this course. I've been reading your posts for
a long time with great intrust. I will go back and read them again until I can
ask more intelligent questions.
Robert Bollinger
MR722 MUM
1000 N.4th
ST
Fairfield, IA 52557
(641)919-3213
----- Original Message -----
Sent: Tuesday, June 22, 2010 10:29
PM
Subject: [FlyRotary] Re: TurboCharger
as a muffler
>the engine seems to be producing "scarey
power"
Chris,
Power is only "scary" when it goes away
unexpectedly.
John
BTW - I often call my wife from the hold-point
so she knows what time I took off. We can hear each other fine.
Chris
Barber wrote:
As I have mentioned recently my new turbo quiets my 13b
significantly. My Honda Shadow Saber motorcycle is now louder.
I could actually use my cell phone while in the plane. In
fairness, I did tell the caller, my mom, to hold on a sec while I walked
back into the hangar....but it IS quieter and I do get the kewl
sounds of the turbo/BOV.....zoom zoom zoom....bbswooooosh
I wish I could help with a good single source for or turbo
info. The guys at www.turbochargers.com were
helpful both on the phone and in person.
I was about to state what John just said about the compression,
but he beat me to it. I am using the standard low compression rotors
though.
I am running 3lb boost and the engine seems to be producing
"scarey power"...but it could just be me. 3 lb boost, at 34 MP and
just over 6300 rpm WOT. RDb 2.17 Redrive.
Chris Barber
Houston, GSOT
From: Rotary motors in aircraft [flyrotary@lancaironline.net]
on behalf of Rob [rob@mum.edu]
Sent: Tuesday, June
22, 2010 9:05 PM
To: Rotary motors in
aircraft
Subject: [FlyRotary] TurboCharger as a
muffler
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
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