X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-wy0-f180.google.com ([74.125.82.180] verified) by logan.com (CommuniGate Pro SMTP 5.3.9) with ESMTP id 4509786 for flyrotary@lancaironline.net; Sun, 17 Oct 2010 16:33:30 -0400 Received-SPF: pass receiver=logan.com; client-ip=74.125.82.180; envelope-from=rwstracy@gmail.com Received: by wye20 with SMTP id 20so268397wye.25 for ; Sun, 17 Oct 2010 13:32:54 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:mime-version:received:sender:received :in-reply-to:references:date:x-google-sender-auth:message-id:subject :from:to:content-type; bh=Wp967t/Taphhv5VzqoiA2arDOVnzQsiampUhUZMfG7A=; b=hAQIdyKP++PFwqSdtUlb3wDU2Ushp6Cw99K5tDnbKGRQIMcsV1DU8gKobpkFnK+eMA P7ZCoicruo+IhZZ6XDkF2k+oAvCPnHS0nDI6UIHgfVxSLf5HpvQ4dn7lNxNC7ryyVwQw z9/pr5SAsqzqfYQpR8V08qQ/MaQGztnAGWrds= DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=mime-version:sender:in-reply-to:references:date :x-google-sender-auth:message-id:subject:from:to:content-type; b=KcFWsJ2LOeeq/F879bb+PAz9rheiQJegPiB9kZhNUyR6choVY4mhe/yBFVv+PUHJZd AZO7gEeJyayoQpmg/aKZjboNsXdX7QSuCXj4OR3fCcKILWS+3hfymT7vHwb5eGR+1brk vLMaz8TYBU5r92jjR6D2U+e3HrwFlOKStaAXM= MIME-Version: 1.0 Received: by 10.216.255.199 with SMTP id j49mr2299571wes.110.1287347574055; Sun, 17 Oct 2010 13:32:54 -0700 (PDT) Sender: rwstracy@gmail.com Received: by 10.216.72.18 with HTTP; Sun, 17 Oct 2010 13:32:53 -0700 (PDT) In-Reply-To: References: Date: Sun, 17 Oct 2010 16:32:53 -0400 X-Google-Sender-Auth: FbchCorAMm3Dx42RaWtc43S5dC4 Message-ID: Subject: Re: [FlyRotary] Re: The Case For Turbocharging From: Tracy To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=20cf301e2d87daa1650492d5f68d --20cf301e2d87daa1650492d5f68d Content-Type: text/plain; charset=ISO-8859-1 " *I simply calculated the prop power draw 180HP / 2700RPM = 200HP / 3000 RPM*." Hmmm..., that prop power equation might be a problem. Power absorbed by a fixed pitch prop varies as the CUBE of RPM, far from a linear function. Tracy On Sun, Oct 17, 2010 at 1:40 PM, wrote: > Kelly: > Maybe I'm a bonehead, but those zip files didn't include anything readable > for me.... > On the other hand, I'm using a Turbo on my RV-8 prject, so I'm in as far as > selecting a turbo. > I finally decided to use a turbo because of Tracy's muffler experiments. I > have a Turbo engine, with the open exhaust ports, so the sound pressure is > very high and would require an extra strong and tough exhaust system > (heavy). So I decided to use that weight in the form of a Turbo to knock the > most vicious element form the exhaust noise. I hope for a higher rate of > climb as a result of the increased power potential. > I realize that all engines have a sweet spot that would be best for cruise > and range, which would co-incide with the engine torque peak RPM and an > airspeed less than Vne, so sustained high turbo boost is not practical or > desired unless 25 gallons per hour fuel flow is expected! That's a pretty > short flight with 42 gallons total fuel aboard. > I set my goals to a more attainable level, with a prop that should draw > about 200 HP at 6500 RPM. It's a left hand turning equivalent of the prop > for RV-8s with a 180 HP O-360 Lycoming. I have Tracy's RD-1 2.19:1 4 planet > gear, so I don't plan to abuse it past the 200 HP limit he has > established. I simply calculated the prop power draw 180HP / 2700RPM = 200HP > / 3000 RPM. > By the way, for you prop chord measuring guys, it's a CATTO 2 blade 68x74 > prop, with the greatest chord about 6-3/16" falling from 16" thru 20" in > from the tip, which is right in front of the cowl cheek edge. > This last week I put the wings on and set the incidence, made the fuel tank > attach brackets and fit the flaps & fairings. Now the wings are back off, > getting the fairing platenuts etc. > I'm not that far from taking the whole caboodle to the airport!! > -----Original Message----- > From: Kelly Troyer > To: Rotary motors in aircraft > Sent: Sun, Oct 17, 2010 9:50 am > Subject: [FlyRotary] The Case For Turbocharging > > Group, > Perhaps of interest to those us interested in Turbocharging our > projects..........It > is from the "SDS" website............. > > Kelly Troyer > *"DYKE DELTA JD2" (Eventually)* > "13B ROTARY"_ Engine > "RWS"_RD1C/EC2/EM2 > "MISTRAL"_Backplate/Oil Manifold > "TURBONETICS"_TO4E50 Turbo > > -- > Homepage: http://www.flyrotary.com/ > Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.html > > --20cf301e2d87daa1650492d5f68d Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable " I simply calculated the pr= op power draw 180HP / 2700RPM =3D 200HP / 3000 RPM."=

Hmmm..., that prop power equation might be a problem.=A0=A0 Power a= bsorbed by a fixed pitch prop varies as the CUBE of RPM,=A0 far from a line= ar function.

Tracy

On Sun, Oct 17, 2010 at 1:40 PM= , <shipchief@aol= .com> wrote:
Kelly:
Maybe I'm a bonehead, but those zip files didn't include anyth= ing readable for me....
On the other hand, I'm using a Turbo on my RV-8 prject, so I'm= in as far as selecting a turbo.
I finally decided to use a turbo because of Tracy's muffler experi= ments. I have a Turbo engine, with the open exhaust ports, so the sound pre= ssure is very high and would require an extra strong and tough exhaust syst= em (heavy). So I decided to use that weight in the form of a Turbo to knock= the most vicious element form the exhaust noise. I=A0hope for=A0a higher r= ate of climb as a result of the increased power potential.
I realize that all engines have a sweet spot that would be best for cr= uise and range, which would co-incide with the engine torque peak RPM=A0and= an airspeed less than Vne, so sustained high turbo boost is not practical = or desired unless 25 gallons per hour fuel flow is expected! That's a p= retty short flight with 42 gallons total fuel aboard.
I set my goals to a more attainable level, with a=A0prop that should d= raw about 200 HP at=A06500 RPM. It's a left hand turning equivalent of = the prop for RV-8s with a 180 HP O-360=A0Lycoming. I have Tracy's RD-1 = 2.19:1 4 planet gear, so I don't plan to abuse it past the 200 HP limit= he has established.=A0I simply calculated the prop power draw 180HP / 2700= RPM =3D 200HP / 3000 RPM.
By the way, for you prop chord measuring guys, it's a=A0CATTO 2 bl= ade 68x74 prop, with the greatest chord about 6-3/16" falling from 16&= quot; thru 20" in from the tip, which is right in front of the cowl ch= eek edge.
This last week I put the wings on and set the incidence, made the fuel= tank attach brackets and fit the flaps &=A0fairings. Now the wings are= back off, getting the fairing platenuts etc.
I'm not that far from taking the whole caboodle to the airport!!
-----Original Message-----
From: Kelly Troyer <= keltro@att.net>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Sun, Oct 17, 2010 9:50 am
Subject: [FlyRotary] The Case For Turbocharging

Group,
=A0=A0=A0 Perhaps of interest to those=A0us interested in Turbochargin= g our projects..........It
is from the "SDS" website.............
=A0
Kelly Troyer
"DYKE DELTA JD2" (Eve= ntually)
"13B ROTARY"_ Engine
"RWS"_RD1C/EC2/EM2
"MISTRAL"_Backplate/Oil Manifold
"TURBONETICS"_TO4E50 Turbo

--20cf301e2d87daa1650492d5f68d--