Didn't you give up on simplicating when you said turbo? 8*)

shipchief@aol.com wrote:

>
>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.
> 
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