X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imr-db01.mx.aol.com ([205.188.91.95] verified) by logan.com (CommuniGate Pro SMTP 5.3.8) with ESMTP id 4388809 for flyrotary@lancaironline.net; Sun, 11 Jul 2010 13:01:02 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.91.95; envelope-from=Lehanover@aol.com Received: from imo-ma02.mx.aol.com (imo-ma02.mx.aol.com [64.12.78.137]) by imr-db01.mx.aol.com (8.14.1/8.14.1) with ESMTP id o6BH0PhA029670 for ; Sun, 11 Jul 2010 13:00:25 -0400 Received: from Lehanover@aol.com by imo-ma02.mx.aol.com (mail_out_v42.9.) id q.dcd.da49082 (43957) for ; Sun, 11 Jul 2010 13:00:20 -0400 (EDT) Received: from magic-m19.mail.aol.com (magic-m19.mail.aol.com [172.21.136.208]) by cia-dd01.mx.aol.com (v129.4) with ESMTP id MAILCIADD016-abb54c39f8a4e1; Sun, 11 Jul 2010 13:00:20 -0400 From: Lehanover@aol.com Message-ID: <32fdb.656efbe0.396b52a4@aol.com> Date: Sun, 11 Jul 2010 13:00:20 EDT Subject: Re: [FlyRotary] Re: High test and turbos To: flyrotary@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_32fdb.656efbe0.396b52a4_boundary" X-Mailer: AOL 9.0 VR sub 5203 X-AOL-ORIG-IP: 173.88.9.178 X-AOL-IP: 172.21.136.208 X-Spam-Flag:NO X-AOL-SENDER: Lehanover@aol.com --part1_32fdb.656efbe0.396b52a4_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 7/11/2010 12:33:02 P.M. Eastern Standard Time, shipchief@aol.com writes: Lynn: DITTO Kelly's request. I have a 'street ported' 1988 13B Turbo with a Turbonetics 60-1, and Tracy's EC-2 & RD-1 gear. It's in an RV-8 and is not (yet) intercooled. I have a CATTO 2 blade prop the same pitch & diameter as he builds for a 180 HP O-360 powered RV-8 (left turning of course). I simply extrapolated the rpm from 2700 for the rated 180 hp, to estimate 200 HP @ 3000, which would be a good RPM for the 13b, about 6570 RPM. I have 1.2 hours ground run time at this time. Cooling upgrades seem to work well, with max rpm during test 3600 so far... Van designed the RV-8 for 200 HP, so I am building to that as a goal for the initial flight test, but would like to refine the A/C and powerplant as I gain experience, and install a CATTO 3 blade. what power draw would require intercooling, and what kind of safety margins should be considered, like instrumentation, and such? Greg Richter talked me out of waste gates and blow off valves, because they are heavy and complex. He said don't worry about it, unless ground or flight tests demonstrate a need for it.? Scott E I really don't know much about turbos. I imagined that I would pick a compressor wheel too big for the application, hoping that the output could never be more than a few pounds no matter the situation. Turbo normalized, sort of. Or a bypass pipe around the turbo, with a butterfly valve operated from the cockpit, so you can dial up any boost you want for take off and cruise. Generally you can count on the temperature going up X amount for each pound of boost, so most installations include a probe on the inlet of the compressor section. Turbine inlet temperature or TIT. Look for data on General aviation turbo engines to decide how much temperature rise should be allowed. Lynn E. Hanover --part1_32fdb.656efbe0.396b52a4_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
In a message dated 7/11/2010 12:33:02 P.M. Eastern Standard Time,=20 shipchief@aol.com writes:
Lynn:
DITTO Kelly's request.
I have a 'street ported' 1988 13B Turbo with a Turbonetics 60-1, an= d=20 Tracy's EC-2 & RD-1 gear.
It's in an RV-8 and is not (yet) intercooled. I have a CATTO= 2 blade=20 prop the same pitch & diameter as he builds for a 180 HP O-360= =20 powered RV-8 (left turning of course). I simply extrapolated the rpm fro= m 2700=20 for the rated 180 hp, to estimate 200 HP @ 3000, which would be a good= RPM for=20 the 13b, about 6570 RPM.
I have 1.2 hours ground run time at this time. Cooling upgrades see= m to=20 work well, with max rpm during test 3600 so far...
Van designed the RV-8 for 200 HP, so I am building to that as a goa= l for=20 the initial flight test, but would like to refine the A/C and powerplant= as I=20 gain experience, and install a CATTO 3 blade. what power draw would requ= ire=20 intercooling, and what kind of safety margins should be considered, like= =20 instrumentation, and such? Greg Richter talked me out of waste gates and= blow=20 off valves, because they are heavy and complex. He said don't worry abou= t it,=20 unless ground or flight tests demonstrate a need for it.?
Scott E
I really don't know much about turbos. I imagined that I would pick= a=20 compressor wheel too big for the application, hoping that the output could= never=20 be more than a few pounds no matter the situation. Turbo normalized, sort= of. Or=20 a bypass pipe around the turbo, with a butterfly valve operated from the= =20 cockpit, so you can dial up any boost you want for take off and cruise.
 
Generally you can count on the temperature going up X amount for each= pound=20 of boost, so most installations include a probe on the inlet of the compre= ssor=20 section. Turbine inlet temperature or TIT. Look for data on General aviati= on=20 turbo engines to decide how much temperature rise should be allowed.
 
Lynn E. Hanover
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