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To: flyrotary@lancaironline.net
Subject: Re: [FlyRotary] Re: High test and turbos
Date: Sun, 11 Jul 2010 13:51:45 -0400
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Thanks Lynn;
I'm wondering if I could detect detonation while flying?
I have exhaust temp probes on both rotor exhausts, the turbo is a few inch=
es downstream. The O2 sensor is on the turbine outlet pipe.=20
Should the intake air charge temp probe be mounted after the throttle body=
 in the intake plenum? I would think so, becuase that is as close to the=
 combustion event as I can get, and also where I read intake manifold pres=
sure?
I wonder how to interperate a pressure differential gage across the thrott=
le body?


-----Original Message-----
From: Lehanover@aol.com
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Sun, Jul 11, 2010 10:00 am
Subject: [FlyRotary] Re: High test and turbos


In a message dated 7/11/2010 12:33:02 P.M. Eastern Standard Time, shipchie=
f@aol.com writes:

Lynn:
DITTO Kelly's request.=20
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 (l=
eft turning of course). I simply extrapolated the rpm from 2700 for the ra=
ted 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 wo=
rk 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 considere=
d, like instrumentation, and such? Greg Richter talked me out of waste gat=
es 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 comp=
ressor wheel too big for the application, hoping that the output could nev=
er be more than a few pounds no matter the situation. Turbo normalized, so=
rt 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.=20
=20
Generally you can count on the temperature going up X amount for each poun=
d of boost, so most installations include a probe on the inlet of the comp=
ressor section. Turbine inlet temperature or TIT. Look for data on General=
 aviation turbo engines to decide how much temperature rise should be allo=
wed.=20
=20
Lynn E. Hanover


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<font color=3D'black' size=3D'2' face=3D'arial'>
<div>Thanks Lynn;</div>


<div>I'm wondering if I could detect detonation while flying?</div>


<div>I have exhaust temp probes on both rotor exhausts, the&nbsp;turbo&nbs=
p;is a few inches downstream. The O2 sensor is on the turbine outlet pipe.=
 </div>


<div>Should the intake air charge temp probe be mounted after the throttle=
 body in the intake plenum? I would think so, becuase that is as close to=
 the combustion event as I can get, and also where I read intake manifold=
 pressure?</div>


<div>I wonder&nbsp;how to interperate&nbsp;a pressure differential gage ac=
ross the throttle body?<br>
<br>
</div>


<div style=3D"CLEAR: both"></div>
<br>
<br>


<div style=3D"FONT-FAMILY: arial,helvetica; COLOR: black; FONT-SIZE: 10pt"=
>-----Original Message-----<br>
From: Lehanover@aol.com<br>
To: Rotary motors in aircraft &lt;flyrotary@lancaironline.net&gt;<br>
Sent: Sun, Jul 11, 2010 10:00 am<br>
Subject: [FlyRotary] Re: High test and turbos<br>
<br>


<div id=3DAOLMsgPart_2_ac35e73c-7f93-4628-9929-b73937a90b67><FONT color=3D=
#000000 size=3D3 face=3DArial>

<div>

<div>In a message dated 7/11/2010 12:33:02 P.M. Eastern Standard Time, <A=
 href=3D"mailto:shipchief@aol.com">shipchief@aol.com</A> writes:</div>

<BLOCKQUOTE style=3D"BORDER-LEFT: blue 2px solid; PADDING-LEFT: 5px; MARGI=
N-LEFT: 5px"><FONT style=3D"BACKGROUND-COLOR: transparent" color=3D#000000=
 size=3D2 face=3DArial><FONT color=3Dblack size=3D2 face=3Darial>

<div>Lynn:</div>


<div>DITTO Kelly's request. </div>


<div>I have a 'street ported' 1988 13B Turbo with a Turbonetics 60-1, and=
 Tracy's EC-2 &amp; RD-1 gear.</div>


<div>It's in an RV-8 and is not (yet)&nbsp;intercooled. I have a CATTO 2=
 blade prop the same pitch &amp; diameter as he builds for a 180 HP&nbsp;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.</div>


<div>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...</div>


<div>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 powerpl=
ant as I gain experience, and install a CATTO 3 blade. what power draw wou=
ld require intercooling, and what kind of safety margins should be conside=
red, like instrumentation, and such? Greg Richter talked me out of waste=
 gates and blow off valves, because they are heavy and complex. He said do=
n't worry about it, unless ground or flight tests demonstrate a need for=
 it.?</div>


<div>Scott E<br>
</div>
</FONT></FONT></BLOCKQUOTE></div>


<div></div>


<div>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 co=
uld never be more than a few pounds no matter the situation. Turbo normali=
zed, sort of. Or a bypass pipe around the turbo, with a butterfly valve op=
erated from the cockpit, so you can dial up any boost you want for take of=
f and cruise. </div>


<div>&nbsp;</div>


<div>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 Ge=
neral aviation turbo engines to decide how much temperature rise should be=
 allowed. </div>


<div>&nbsp;</div>


<div>Lynn E. Hanover</div>
</FONT></div>
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</font>

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