X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from web83908.mail.sp1.yahoo.com ([69.147.92.111] verified) by logan.com (CommuniGate Pro SMTP 5.3.8) with SMTP id 4439259 for flyrotary@lancaironline.net; Sat, 21 Aug 2010 12:10:46 -0400 Received-SPF: none receiver=logan.com; client-ip=69.147.92.111; envelope-from=keltro@att.net Received: (qmail 28494 invoked by uid 60001); 21 Aug 2010 16:10:11 -0000 DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=att.net; s=s1024; t=1282407010; bh=fK0++CzdVXMjvD18Hp7VycKhGFW14WfRaXyLpm4oxZI=; h=Message-ID:X-YMail-OSG:Received:X-Mailer:Date:From:Subject:To:MIME-Version:Content-Type; b=p2r3VewWkBTKWrOi8Gr0+968xqJoUbEXWcHTmnq9BIXw1oFFC6wCB8e1keccyiKSgXwZZKeg0L5udfGKxufqdWFvi7rmjY0YfdEA6DYLf0TzUWtoCIRhET8YNjLbTSrFCTW/shwslwk1plsDtLMs2LUAJDrXzRXQN60lrsrcaCM= DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=att.net; h=Message-ID:X-YMail-OSG:Received:X-Mailer:Date:From:Subject:To:MIME-Version:Content-Type; b=Vzw/JANJnQ1z/x2vuaLrmrvmekqmhn+yDdjmic55ZzOt8kiEkruObZDWX8HDl337nahVbfrdPOIBomqyOqP28zijZ2CYJQexhTPTl6c3wG504AwN6/KHvamHVSnnBgLPm2R8Jv3VjT+kh7djfWpk+hwYKrHY0+5Gme5ZifDNL/A=; Message-ID: <963539.27844.qm@web83908.mail.sp1.yahoo.com> X-YMail-OSG: qZVmQ3MVM1lsf2_DQY7.udTO_wQVJ6boRbmvS3yqSM.MH1H H6OAWykha31pit9SYC9glWXroxUVCokShMrC.pWboW07kz_CTgOf7ReDHTwx XOjb05luSRvb_NXB1X_5urH8qhnpLI.5bVdpZz.dI_prW87NIpur5OR3oXlv 1DtVuVui_dWOucCk0yvMq5W9JgFhguyUgCiAZftMJ4GFrybYOdCD.x0B4hhS dFUgForeMj9tYYgdeCLsgclE7ZaKrqtdL_dCCpB.Dal68kzbxvRMAAKowIkg jnluXHBoYKNoMyTgpgpSZhYeOVFkZQKGb3YgPiZCmHGAaR2A1.r4VkV7RUdm O2iQOhpsF6OVelbjh8TcsYsPXL_2t0ERHlT5yR.nFBq_0r_Ad18kqq2w- Received: from [208.114.42.173] by web83908.mail.sp1.yahoo.com via HTTP; Sat, 21 Aug 2010 09:10:10 PDT X-Mailer: YahooMailRC/470 YahooMailWebService/0.8.105.279950 Date: Sat, 21 Aug 2010 09:10:10 -0700 (PDT) From: Kelly Troyer Subject: Re: Turbo Questions To: Rotary motors in aircraft MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-1463674372-1282407010=:27844" --0-1463674372-1282407010=:27844 Content-Type: text/plain; charset=utf-8 Content-Transfer-Encoding: quoted-printable =C2=A0 The only possible downside I can see is=C2=A0turbine over-speed at = =0Aaltitude.........Part of this equation=0Ais based on what rpm your=C2=A0= engine will be turning at takeoff and cruise, the =0Aaltitudes you fly=C2= =A0and =0A=0Athe psru ratio you have (2.17 or 2.85) with the 2.85 probably = averaging 600 to =0A1000 rpm higher=C2=A0=0Afor both takeoff and cruise (fu= el flow concerns may also=C2=A0be a personal =0Afactor)..........Also your = prop=0Ais a factor depending if it is fixed pitch or constant speed (or in-= flight =0Aadjust such as my "IVO").......=0A=C2=A0=0A=C2=A0=C2=A0=C2=A0With= an adjustable pitch prop you can load the engine at a lower rpm and =0Acon= trol=C2=A0turbo boost=0Awith the throttle while being careful to avoid deto= nation.........The bottom =0Aline is only flight testing =0A=0Acan determin= e exactly how your turbo will perform in your particular =0Ainstallation...= ...........Should =0A=0Ayour .81 a/r ratio turbine housing be a little too = tight a .96 a/r ratio "On =0ACenter" housing=C2=A0to fit your =0A=0A"P" tri= m (F1-65mm) turbine wheel is readily available for less than $300.00 and = =0Athe=C2=A0.96 housing is=0A=C2=A0working well for=C2=A0John Slade and his= "IVO"=C2=A0equipped "Cosy"=C2=A0............=C2=A0=0A=0A=C2=A0 Let the gro= up know how all is working once you get her in the air =0A!!.............FW= IW=0AKelly Troyer=0A"Dyke Delta"_13B ROTARY Engine=0A"RWS"_RD1C/EC2/EM2=0A"= Mistral"_Backplate/Oil Manifold =0A=0A=0A=0A=0A____________________________= ____=0AFrom: "shipchief@aol.com" =0ATo: Rotary motors in= aircraft =0ASent: Wed, August 18, 2010 6:46:4= 6 PM=0ASubject: [FlyRotary] Re: Turbo Questions=0A=0ACorrection!!!=0AI just= checked my aircraft manual, and the Turbo has a .81 AR. That's pretty =0At= ight for this group discussion. I guess we will see what happens as I run m= y =0Aengine at higher power.=0A=0A=0A=0A=0A-----Original Message-----=0AFro= m: shipchief@aol.com=0ATo: Rotary motors in aircraft =0ASent: Wed, Aug 18, 2010 3:49 pm=0ASubject: [FlyRotary] Re: Turbo = Questions=0A=0A=0AGeorge Kelly and all;=0AI've been off the list for a whil= e (work) but today I safety wired the water =0Apump pulley bolts, as discus= sed in=C2=A0 'one thing leads to another'.=0AThen I ran my engine for 40 mi= nutes @ 1900 RPM. The low voltage that alerted me =0Ato the pully bolts was= still with me, so I ran the engine with the upper cowl =0Aoff, and climbed= out of the cockpit to have a look. =0A=0AI always sat in the plane while r= unning it before, so this was pretty =0Ainformative. I ran it for a while, = more than 20 minutes watching the battery =0Avoltage slowly=C2=A0drop to 11= .9 volts, still the engine ran sweet. I checked =0Aalternator output; it wa= s just battery voltage, so nothing. I hooked up a =0Abattery charger and ke= pt running so I could watch the belt, feel the intake =0Amanifold and turbo= etc. and look for problem areas. I'm feeling good about my =0Ainstallation= becuase it looks fairly neat and runs smooth and sweet. I'm =0Abeginning t= o feel that this is going to be a success story. wink, wink, Tracy. I =0Aju= st need to finish the airplane ;)=0AAbout the Turbo:=0AI'm running a 60-1 P= trim compressor=C2=A0and .97 AR On-Center TO-4 turbine=C2=A0housing=C2=A0(= =0Aif I recall correctly) with a water cooled bearing. I built the exhaust= manifold =0Asimply because the Fred Brease mount I bought would=C2=A0not a= ccomodate the cast=C2=A0iron =0AMazda Turbo manifold. =C2=A0I selected the = On-Center turbine because I wanted the =0Adesign flexibility it offered, an= d in fact I was able to mount the turbo with =0Athe exhaust oulet facing af= t. The down pipe is very short, the intake filter is =0Adirectly on the tur= bo compressor, and to finally get to my point, my turbo is =0Adirect mounte= d to the engine with a very short but somewhat large volume 321 =0Astainles= s manifold. =0A=0AI decided to give up all the waste gates, blow off valves= , remote mounts, flex =0Ajoints, etc. and followed Kelly Johnson's addage: = "Add Lightness and =0ASimplicate".=0AI installed the battery in the back of= my RV-8 because RV-8's with Lycoming =0AIO-360=C2=A0& constant speed props= need to do this for CG reasons. I couldn't imagine =0Amy 13BT being lighte= r. Still,=C2=A0lightness is required, so I work at it.=C2=A0All =0Athose=C2= =A0accoutraments have there place, and maybe I will end up needing some or = =0Aall of them, but I decided to start with none of them and go forth. I'll= add =0Awhat ever I end up needing.=0AMy turbo air pipe is somewhat long, b= ut it does pass by the left side of the =0Acowl where I could mount an inte= rcooler with air exit, so I have that as a =0Apossibility. If I need a wast= e gate, I'll just cut a hole in the exhaust =0Amanifold and TIG weld in a b= ypass pipe with or without some kind of valve....I =0Ahave a spot in mind f= or that too.=0AI may be over thinking this whole thing, and that is part of= why I build so =0Aslowly.=0ABut I do=C2=A0have 2.5 hours on the EM-2 hobbs= meter!! =0A=0A=0A=0A=0A-----Original Message-----=0AFrom: George Lendich <= lendich@aanet.com.au>=0ATo: Rotary motors in aircraft =0ASent: Wed, Aug 18, 2010 2:03 pm=0ASubject: [FlyRotary] Re: Turbo= Questions=0A=0A=0A=C2=A0Kelly,=0ALet us all know how well it goes for you = in the real world application. I can't =0Ahelp but feel we are trying to fi= t a square peg in a round hole with Turbo =0Aapplication to Aviation needs.= =0A=C2=A0=0APersonally for myself, as I have stated before, I feel that I w= ould use remote =0Amounted turbo, like some cars=C2=A0use (to reduce the he= at and flow speed to the =0Aturbo) and feed it from a bypass off the exhaus= t pipe. The by-pass could be =0Acontrolled manually, for (when required) ap= plication.=C2=A0A wastegate does the same =0Athing but the exhaust is taken= right up to the turbo and carries the heat with =0Ait. I think this would = go a long way in controlling heat and over spinning =0Aissues.=0A=C2=A0=0AH= owever you need the necessary room to make this possible.=0AGeorge (down un= der)=0ABob, John and All,=0A>=0A>=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0Well I have = bit the bullet and made my decision for a =0A>turbo............After much r= esearch, talking to Bob =0A>=0A>and John and conferring with a=C2=A0"Turbon= etics" dealer I have ordered a TO4E-50 =0A>trim (compressor wheel), =0A>=0A= >wet bearing housing, big shaft "Q" trim (F1-68mm) turbine wheel and=C2=A01= .15 a/r =0A>ratio turbine housing.........=0A>=0A>=C2=A0=C2=A0=C2=A0=C2=A0 = The decision=C2=A0what size turbine wheel and a/r ratio housing was based o= n the =0A>fact that the=C2=A0f1-68mm=0A>turbine and 1.15 a/r housing causes= less exhaust back pressure than the smaller =0A>wheel (bigger hole) and=0A= >will increase rpm less=C2=A0as you increase altitude as opposed to the F1-= 65mm wheel =0A>plus the 1.15 a/r ratio=0A>housing will=C2=A0slow rpm increa= se for the same reason............=0A>=0A>=C2=A0=C2=A0=C2=A0 The decision t= o go with the 50 trim compressor wheel (Like John)=C2=A0verses the =0A>60-1= =C2=A0wheel (Like Bob)=C2=A0was =0A>=0A>based=C2=A0the "Flow Maps" of both = wheels=C2=A0and my=C2=A0uneducated opinion that the 50 trim =0A>wheel would= be running =0A>=0A>in a more efficient area of the flow map base on the "A= ir Consumption Chart" =0A>(lbs per min) of the 1.3L 13B =0A>=0A>that I subm= itted to the group in a previous post.............Of course for all =0A>pra= ctical purposes there is probably=0A>little=C2=A0discernible difference bet= ween any of these turbo configurations =0A>mentioned.............=0A>=0A>= =C2=A0=C2=A0 At least I have livened up the forum for a while =0A>!!.......= .....FWIW..................<:)=0A>Kelly Troyer=0A>"Dyke Delta"_13B ROTARY E= ngine=0A>"RWS"_RD1C/EC2/EM2=0A>"Mistral"_Backplate/Oil Manifold =0A>=0A>=0A= >=0A>=0A>=0A________________________________=0AFrom: "Rogers, Bob J." =0A>To: Rotary motors in aircraft =0A>Sent: Tue, August 17, 2010 5:20:49 PM=0A>Subject: [FlyRotary] Re: Turb= o Questions=0A>=0A>=0A>Yes, I used the Jet-Hot 2000 coating, shown at this = link. =0A>http://www.jet-hot.com/headercoatings.html=C2=A0 I think that it = is very effective to =0A>reduce heat in the engine compartment.=0A>=C2=A0= =0A>It is only applied at the Oklahoma City facility.=0A>=C2=A0=0A>Bob=0A>= =0A________________________________=0A=0A>From:Rotary motors in aircraft [m= ailto:flyrotary@lancaironline.net] On Behalf Of =0A>Kelly Troyer=0A>Sent: T= uesday, August 17, 2010 3:02 PM=0A>To: Rotary motors in aircraft=0A>Subject= : [FlyRotary] Re: Turbo Questions=0A>=C2=A0=0A>Bob,=0A>=C2=A0 Did you have = your turbine housing=C2=A0and exhaust pipe coated with heat resistant=0A>co= ating and if so what and where ??.............=0A>=C2=A0=0A>Thanks,=0A>=C2= =A0=0A>Kelly Troyer=0A>"Dyke Delta"_13B ROTARY Engine=0A>"RWS"_RD1C/EC2/EM2= =0A>"Mistral"_Backplate/Oil Manifold =0A>=C2=A0=0A>=C2=A0=0A>=0A___________= _____________________=0A=0A>From:" Rogers, Bob J. " =0A>T= o: Rotary motors in aircraft =0A>Sent: Mon, Au= gust 16, 2010 10:57:22 AM=0A>Subject: [FlyRotary] Re: Turbo Questions=0A>Ke= lly,=0A>=C2=A0=0A>There is one pretty good picture of the turbo installatio= n (before radiator =0A>baffling) on our EAA Chapter 1246 website at:=C2=A0 = =0A>http://www.eaa1246.org/projectsnplanesdisplay.asp?id=3D10&pic=3D190.=C2= =A0; Because the =0A>oil drains from the turbo into a sump that is lower th= an the oil pan, I must use =0A>an electric pump to transfer the oil back in= to the engine oil pan.=C2=A0 Attached is =0A>a view from the front, which s= hows the hoses and tubing from the turbo =0A>compressor to the intercooler = and back to the intake manifold.=C2=A0 =0A>=0A>=C2=A0=0A>Bob=0A>=C2=A0=0A>= =0A________________________________=0A=0A>From:Rotary motors in aircraft [m= ailto:flyrotary@lancaironline.net] On Behalf Of =0A>Kelly Troyer=0A>Sent: M= onday, August 16, 2010 10:02 AM=0A>To: Rotary motors in aircraft=0A>Subject= : [FlyRotary] Re: Turbo Questions=0A>=C2=A0=0A>Bob,=0A>=C2=A0=C2=A0 I am wa= iting on a clarification=C2=A0 from "Turbonetics" as to what size turbine = =0A>wheel=0A>would=C2=A0turn the least rpm as altitude increases...........= ..I know the =C2=A0turbine =0A>housing=0A>a/r ratio is a big factor effecti= ng turbine rpm as=C2=A0we climb but it is not clear =0A>to me=0A>how=C2=A0t= he turbine wheel diameter and trim factor in.............Air density =0A>le= ssens with=0A>altitude but=C2=A0I am not smart enough to know=C2=A0if the l= arger or smaller turbine =0A>wheel=0A>will have the highest rpm because of = this factor=C2=A0as we climb ??.........=0A>=C2=A0=0A>=C2=A0 Perhaps I am b= eing anal about this but and you are probably correct that that =0A>the =0A= >=0A>effect of=C2=A0a 3mm diameter=C2=A0difference between the two turbine = wheels is slight and =0A>=0A>probably inconsequential...........If any of o= ur multi-talented group members =0A>would =0A>=0A>like to shine some light = on this please jump in here !!..........=0A>=C2=A0=0A>=C2=A0 On another not= e do you happen to have any photos of your 13B/turbo =0A>installation=0A>du= ring construction that you would care to share with the group ??..........Y= ou =0A>have=0A>a beautiful (to Rotorheads) and well thought out installatio= n which from your =0A>report=0A>is working very well and=C2=A0I am sure oth= ers of the group would like to =0A>plagiarize.....<:)=0A>=C2=A0=0A>Best Reg= ards,=C2=A0=0A>=C2=A0=C2=A0=C2=A0=0A>Kelly Troyer=0A>"Dyke Delta"_13B ROTAR= Y Engine=0A>"RWS"_RD1C/EC2/EM2=0A>"Mistral"_Backplate/Oil Manifold=0A>=C2= =A0=0A>=C2=A0=0A>=0A________________________________=0A=0A>From:" Rogers, B= ob J. " =0A>To: Rotary motors in aircraft =0A>Sent: Fri, August 13, 2010 11:49:06 AM=0A>Subject: [FlyRo= tary] Re: Turbo Questions=0A>Kelly, =0A>=C2=A0=0A>I do not know which wheel= is in my turbo.=C2=A0 I expect the larger wheel (68 mm) to =0A>turn a litt= le more slowly, since it has a larger surface area to absorb the =0A>exhaus= t, but it should not make much difference.=C2=A0 Either one should be OK.= =C2=A0 The =0A>Turbonetics people can probably explain the performance diff= erences between the =0A>two wheel sizes.=0A>=C2=A0=0A>Bob=0A>=C2=A0=0A>=0A_= _______________________________=0A=0A>From:Rotary motors in aircraft [mailt= o:flyrotary@lancaironline.net] On Behalf Of =0A>Kelly Troyer=0A>Sent: Thurs= day, August 12, 2010 3:44 PM=0A>To: Rotary motors in aircraft=0A>Subject: [= FlyRotary] Re: Turbo Questions=0A>=C2=A0=0A>Bob,=0A>=C2=A0 Thanks much for = the info.................Just one more =0A>question..............Info from = "Turbonetics"=0A>says the 1.15=C2=A0a/r turbine housing is limited to the F= 1-65 mm or F1-68 mm turbine =0A>wheel.......=0A>=C2=A0 Do you have info as = to what=C2=A0turbine wheel was installed in your 60-1 turbo =0A>??.........= .....=0A>=C2=A0=0A>Thanks Again,=0A>=C2=A0=0A>Kelly Troyer=0A>"Dyke Delta"_= 13B ROTARY Engine=0A>"RWS"_RD1C/EC2/EM2=0A>"Mistral"_Backplate/Oil Manifold= =0A>=C2=A0=0A>=C2=A0=0A>=0A________________________________=0A=0A>From:" R= ogers, Bob J. " =0A>To: Rotary motors in aircraft =0A>Sent: Thu, August 12, 2010 1:39:26 PM=0A>Subject:= [FlyRotary] Re: Turbo Questions=0A>Kelly,=0A>=C2=A0=0A>I limit my takeoff = power to no more than 42 =E2=80=9C of manifold pressure (=E2=80=9CMP=E2=80= =9D), =0A>usually just 40=E2=80=9D .=C2=A0 At altitudes of 5,000 feet and a= bove, I generally run no =0A>more than about 36 =E2=80=9C MP (15 GPH) and 1= 80 knots.=C2=A0 Engine RPM is about 5,800.=C2=A0 The =0A>turbo is capable o= f considerably more boost than this, but I have to watch =0A>engine water a= nd oil temps at higher power settings.=C2=A0 I do not want to run more =0A>= than 200 degrees on oil or water and prefer 180 degrees.=C2=A0 I can mainta= in these =0A>temps (even on hot days) with cowl flap settings from closed t= o full open as =0A>long as I keep the power settings at or below those desc= ribed above.=C2=A0 One day, I =0A>climbed to 11,000 feet and my GPS grounds= peed (with a slight tailwind) was 213 =0A>knots.=C2=A0 MP was 36=E2=80=9D, = RPM 6,000.=C2=A0 I have a 68=E2=80=9D diameter x 84 pitch Prince P-tip =0A>= fixed pitch prop coupled to the RWS 2.17/1 reduction unit.=0A>=C2=A0=0A>Bob --0-1463674372-1282407010=:27844 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
=0A
=0A
  The only possible downside I can see is&nb= sp;turbine over-speed at altitude.........Part of this equation
=0Ais based on what rpm your engine will be turning at takeoff and crui= se, the altitudes you fly and
=0A
the psru ratio you have (2= .17 or 2.85) with the 2.85 probably averaging 600 to 1000 rpm higher <= /DIV>=0A
for both takeoff and cruise (fuel flow concerns may also = be a personal factor)..........Also your prop
=0A
is a factor depe= nding if it is fixed pitch or constant speed (or in-flight adjust such as m= y "IVO").......
=0A
 
   With an adjustable= pitch prop you can load the engine at a lower rpm and control turbo b= oost
=0A
with the throttle while being careful to avoid detonation= .........The bottom line is only flight testing
=0A
can determine= exactly how your turbo will perform in your particular installation.......= .......Should
=0A
your .81 a/r ratio turbine housing be a little = too tight a .96 a/r ratio "On Center" housing to fit your
=0A"P" trim (F1-65mm) turbine wheel is readily available for less than $300.= 00 and the .96 housing is
=0A
 working well for Joh= n Slade and his "IVO" equipped "Cosy" ............ 
=0A=
 
=0A
  Let the group know how all is working once = you get her in the air !!.............FWIW
=0A
 
Kelly T= royer
"Dyke Delta"_13B ROTARY Engine
"RWS"_RD1C/EC2/EM2
"Mistral"_= Backplate/Oil Manifold =0A

=0A

=0A
=0A
=0AFrom:= "shipchief@aol.com" <shipchief@aol.com>
To: Rotary motors in aircraft <flyrota= ry@lancaironline.net>
Sent: Wed, August 18, 2010 6:46:46 PM
Subject: [FlyRotary] Re: Turbo Questions

=0A
Correction!!!
=0A
I j= ust checked my aircraft manual, and the Turbo has a .81 AR. That's pretty t= ight for this group discussion. I guess we will see what happens as I run m= y engine at higher power.

=0A
=

=0A
-----Original Message-----
From: shipchief@aol.com
To: Ro= tary motors in aircraft <flyrotary@lancaironline.net>
Sent: Wed, A= ug 18, 2010 3:49 pm
Subject: [FlyRotary] Re: Turbo Questions

=0A<= DIV id=3DAOLMsgPart_2_01f462c6-6dd5-4e25-9dd0-6980caec9993>=0A
George Kelly and all;
=0A
I've b= een off the list for a while (work) but today I safety wired the water pump= pulley bolts, as discussed in  'one thing leads to another'.
=0A=
Then I ran my engine for 40 minutes @ 1900 RPM. The low voltage that a= lerted me to the pully bolts was still with me, so I ran the engine with th= e upper cowl off, and climbed out of the cockpit to have a look.
=0A<= DIV>I always sat in the plane while running it before, so this was pretty i= nformative. I ran it for a while, more than 20 minutes watching the battery= voltage slowly drop to 11.9 volts, still the engine ran sweet. I chec= ked alternator output; it was just battery voltage, so nothing. I hooked up= a battery charger and kept running so I could watch the belt, feel the int= ake manifold and turbo etc. and look for problem areas. I'm feeling good ab= out my installation becuase it looks fairly neat and runs smooth and sweet.= I'm beginning to feel that this is going to be a success story. wink, wink= , Tracy. I just need to finish the airplane ;)
=0A
About the Turbo= :
=0A
I'm running a 60-1 P trim compressor and .97 AR On-Cent= er TO-4 turbine housing ( if I recall correctly) with a water coo= led bearing. I built the exhaust manifold simply because the Fred Brease mo= unt I bought would not accomodate the cast iron Mazda Turbo manif= old.  I selected the On-Center turbine because I wanted the design fle= xibility it offered, and in fact I was able to mount the turbo with the exh= aust oulet facing aft. The down pipe is very short, the intake filter is di= rectly on the turbo compressor, and to finally get to my point, my turbo is= direct mounted to the engine with a very short but somewhat large volume 3= 21 stainless manifold.
=0A
I decided to give up all the waste gat= es, blow off valves, remote mounts, flex joints, etc. and followed Kelly Jo= hnson's addage: "Add Lightness and Simplicate".
=0A
I installed th= e battery in the back of my RV-8 because RV-8's with Lycoming IO-360 &= amp; constant speed props need to do this for CG reasons. I couldn't imagin= e my 13BT being lighter. Still, lightness is required, so I work at it= . All those accoutraments have there place, and maybe I will end = up needing some or all of them, but I decided to start with none of them an= d go forth. I'll add what ever I end up needing.
=0A
My turbo air = pipe is somewhat long, but it does pass by the left side of the cowl where = I could mount an intercooler with air exit, so I have that as a possibility= . If I need a waste gate, I'll just cut a hole in the exhaust manifold and = TIG weld in a bypass pipe with or without some kind of valve....I have a sp= ot in mind for that too.
=0A
I may be over thinking this whole thi= ng, and that is part of why I build so slowly.
=0A
But I do h= ave 2.5 hours on the EM-2 hobbs meter!!

=0A


=0A
-----Original Message-----
From: George Lendi= ch <lendich@aanet.com.au>
= To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Wed, Aug 18, 2010 2:0= 3 pm
Subject: [FlyRotary] Re: Turbo Questions

=0A
=0A=0A=0A
=0A
<= FONT color=3Dnavy size=3D2 face=3DArial>Yes, I used the Jet-Hot 2000 coating, shown a= t this link. http://www.jet-hot.com/headercoatings.html  = I think that it is very effective to reduce heat in the engine compartment.=
=0A
It is only applied at the Oklahoma City facility.=0A
=  
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Bob
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From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Kelly Troyer
Sent: Tuesday, August 17, 2010 3:0= 2 PM
To: Rotary motors i= n aircraft
Subject: [Fly= Rotary] Re: Turbo Questions
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B= ob,
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 = ; Did you have your turbine housing and exhaust pipe coated with heat = resistant
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c= oating and if so what and where ??.............
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Thanks,
 
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Kelly Troyer
"Dyke Delta"_13B R= OTARY Engine
"RWS"_RD1C/EC2/EM2
"Mistral"_Backplate/Oil Manifold
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 =
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<= SPAN style=3D"FONT-FAMILY: Arial; FONT-SIZE: 10pt"> =0A
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From: " Rogers, Bob J. " <BRogers@FDIC.gov>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
= Sent: Mon, August 16, 2010 10:= 57:22 AM
Subject: [FlyRo= tary] Re: Turbo Questions
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Kelly,
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=0AThere is one pretty g= ood picture of the turbo installation (before radiator baffling) on our EAA= Chapter 1246 website at:  http://www.eaa1246.org/projectsnplanesdisplay.asp?id=3D10&pic=3D190= . ; Because the oil drains from the turbo into a sump that is lowe= r than the oil pan, I must use an electric pump to transfer the oil back in= to the engine oil pan.  Attached is a view from the front, which shows= the hoses and tubing from the turbo compressor to the intercooler and back= to the intake manifold. 
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=0A
Bob
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From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Kelly Troyer
Sent: Monday, August 16, 2010 10:02 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Turbo Qu= estions
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 = ;
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Bob,
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   I am waiting o= n a clarification  from "Turbonetics" as to what size turbine wheel
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would tu= rn the least rpm as altitude increases.............I know the  turbine= housing
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a/= r ratio is a big factor effecting turbine rpm as we climb but it is no= t clear to me
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how the turbine wheel diameter and trim factor in.............Air d= ensity lessens with
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altitude but I am not smart enough to know if the larger= or smaller turbine wheel
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will have the highest rpm because of this factor as we = climb ??.........
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  Perhaps I am being anal about this but and you are probably corre= ct that that the
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effect of a 3mm diameter difference between the two turbin= e wheels is slight and
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probably inconsequential...........If any of our multi-talente= d group members would
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like to shine some light on this please jump in here !!........= ..
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<= /FONT> 
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  On an= other note do you happen to have any photos of your 13B/turbo installation<= /SPAN>
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during cons= truction that you would care to share with the group ??..........You have
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a beautiful = (to Rotorheads) and well thought out installation which from your report
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is working ve= ry well and I am sure others of the group would like to plagiarize....= .<:)
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Best = Regards, 
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<= FONT size=3D3 face=3DArial>   
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<= STRONG>Kelly Troyer
= "Dyke Delta"_13B ROTARY Engine
"RWS"_RD1C/EC2/EM2
"Mistral"_Backplate/Oil Manifold<= /SPAN>
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 = ;
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From: " Rogers, Bob J. " <BRogers@FDIC.gov>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Fri, August 13, 2010 11= :49:06 AM
Subject: [FlyR= otary] Re: Turbo Questions
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Kelly,
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=0A<= DIV class=3DMsoNormal>I do not know which w= heel is in my turbo.  I expect the larger wheel (68 mm) to turn a litt= le more slowly, since it has a larger surface area to absorb the exhaust, b= ut it should not make much difference.  Either one should be OK. = The Turbonetics people can probably explain the performance differences be= tween the two wheel sizes.
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Bob
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From: Ro= tary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Kelly Troyer
Sent: Thursday, August 12, 2010 3:44 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Turbo Ques= tions
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 <= /DIV>=0A
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= Bob,
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  Thanks much for the in= fo.................Just one more question..............Info from "Turboneti= cs"
says the 1.15 a/r turbine housing is limited to the F1-65 mm or= F1-68 mm turbine wheel.......
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  Do you have info as to what turbine wheel w= as installed in your 60-1 turbo ??..............
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Thanks Again,
<= /DIV>=0A
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=0A
Kelly Troyer
"Dyke Delta"_13B ROTARY Eng= ine
"RWS"_RD1C/EC2/EM2
"Mistral"_Backplate/Oil Manifold
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From: " Rogers, Bob J. " <BRogers@FDIC.gov>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Thu, August 12, 2010 1:39:26 PMSubject: [FlyRotary] Re: = Turbo Questions
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Kelly,
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=0A
I limit my takeoff power to no more than 4= 2 =E2=80=9C of manifold pressure (=E2=80=9CMP=E2= =80=9D), usually just 40=E2=80=9D .  At altitudes of 5,000 feet and ab= ove, I generally run no more than about 36 =E2=80=9C MP (15 GPH) and 180 kn= ots.  Engine RPM is about 5,800.  The turbo is capable of conside= rably more boost than this, but I have to watch engine water and oil temps = at higher power settings.  I do not want to run more than 200 degrees = on oil or water and prefer 180 degrees.  I can maintain these temps (e= ven on hot days) with cowl flap settings from closed to full open as long a= s I keep the power settings at or below those described above.  One da= y, I climbed to 11,000 feet and my GPS groundspeed (with a slight tailwind)= was 213 knots.  MP was 36=E2=80=9D, RPM 6,000.  I have a 68=E2= =80=9D diameter x 84 pitch Prince P-tip fixed pitch prop coupled to the RWS 2.17/1 reduction unit.
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<= /SPAN> 
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Bob
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