Looks like March 7 was a busy day for this forum!
I'm ground running my RV-8 at the airport now. I even did a TAXI TEST to the end of the runway and back.
I have a Turbo 13b, with a Turbonetics 60-1. I'm at work now, so I can't give the particulars on the turbo, but someone on this forum told me that my exhaust housing is pretty tight for not having an intercooler, wastegate or blow off valve. (.61 A/R??)
Last week I ran the engine up while the aircraft was tied down as I have done in the past. But now that I have wings and brakes etc, and at the airport, I've been increasing the power output.
I did briefly get a boost reading of 44 " Hg, at about 5000RPM. The oil temp was climbing fast as Len says. I pulled back @ 200F, but it went for a few seconds to 206 before it came down. Good thing the oil and water cool well at lower settings.
I'm thinking aboout your comments on using excess boost air to operate auxilliary equipment.
I don't think you can do that in a practical way due to weight and space constraints in the 'engine room'.
I can barely fit all my 13b turbo stuff inside an RV-8 cowl, and I don't have the nose gear version.
I could eventually fit a remote wastegate, and an intercooler if needed, but servicing the engine would be difficult, as I would have to remove some layers to get to the core engine.
Remember, "Add lightness and simplicate" !!
I think I'm getting good power. The CATTO 2 blade prop is a left hand turnig version of his standard for O-360 Lycoming 180 HP engines. I got it up to 2280 RPM static. That seems up to 200 RPM higher that RV's are getting. I just don't know if I can do that for any sustained length of time.
I worry about high inlet air temp,and oil temp too. The engine seems to respond well to throttle command while taxi, so as soon as I get some more wires pulled and the wing tips on, I could try some faster taxi tests...



-----Original Message-----
From: Mark McClure <markmcclure@me.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Wed, Mar 7, 2012 9:04 pm
Subject: [FlyRotary] Re: Turbo charger setup


I am planning on using the turbine of a turbo to spin a generator. I want the uffler action. I don't want the added weight/drag of the "Turbo setup" which an be quite large when factoring in all the components. I plan to do most of my flying below 10k so it doesn't make sense to have the oosted air. On the other hand - having electronic engine control and electronic lying instruments electricity is becoming increasing important to me at all light regimes.
What I fly for a living has a similar electrical demand - so there are two rimary generators and a third powered off an APU, just in case. But those only rovide electricity to the instruments and mission equipment. The engines have mall alternators on them for providing primary power to the engine control nits. Redundancy is the name of the game.
So my plan right now is to have an alternator providing power to the EC3 and M3. and then a generator providing power to the glass cockpit and avionics. of ourse the two will be redundant to each other. Then for full redundancy - the glass cockpit has their own backup battery and he airframe battery provides backup for the engine control and monitoring. I am still very early in the process though - but I believe there is a lot of nergy to harness out of the exhaust of the rotary. But as you mentioned there s something to be said for the muffler action being harnessed for something seful.
Your plan though seems to work in theory - I would probably use that as a Turbo ormalized setup though.
Mark

n Mar 7, 2012, at 6:26 PM, Ernest Christley wrote:

On 03/07/2012 06:51 PM, Patrick wrote:
I'm planning to use a turbo on a 20B, primarily as a muffler, but would like

o set it for 3-5 psi boost.

A lot of current techniques are based on street car experience, which are not

lways directly applicable to airplanes, ie. no need for rapid throttle response usually) and run at high % power continuously.

I'm thinking of a setup modeling refrigeration techniques:

* Run all exhaust through turbo, no waste-gate, larger A/R
* Compress higher than needed, which makes air very hot
* Run through intercooler, which is more efficient with higher temp delta
* Allow to expand using larger pipe and blow-off valve to regulate
  pressure before intake

The result "should be" cooler intake air at a slight boost.

What am I missing?

The energy cost of compressing all that air and then throwing it away?  hough,  like Tracy has said, pressurized air is hard to get on an airplane.  It ouldn't be so bad if you could use it for something.  The two things that pring to my mind are:
1) engine cooling: blow it through a radiator.  The drawback is that you'll ant more boost on climbout, and that is when you'd want the extra air through he radiator.
2) exhaust cooling/thrust: push the extra cool air into/around the exhaust.  s I understand it, rotary mufflers die quickly because of a combination of heat nd sonic pounding.  Cooling it will reduce both, and if there might be a slight mount of thrust available if everything is set up just right.

--
Homepage:  http://www.flyrotary.com/
Archive and UnSub:   http://mail.lancaironline.net:81/lists/flyrotary/List.html

-
omepage:  http://www.flyrotary.com/
rchive and UnSub:   http://mail.lancaironline.net:81/lists/flyrotary/List.html