Kent,

Keep in mind that the "automotive" turbos are not going to cut it in a aviation application.

 

More info written by John Slade here: http://forum.canardaviation.com/showthread.php?t=583

John actually had a stock turbo fail on him which resulted in the impeller blades being ingested into the engine.

He was able to fly it home with one damaged rotor(13B.)

 

He wrote a lot about his Turbo experience here: http://canardaviation.com/cozy/chap29b.htm

 

When I was deciding on a engine I considered two options:

13B with a Turbo

20B without a Turbo

 

The end result was I decided on the 20B. My logic was the rotary is a pretty simple engine right up to the point where you add the turbo. For the weight difference, I decided that having an additional rotor was a significant backup plan.

 

T Mann

 

 

 

From: "Kent Bedford kbedford@alphalink.com.au" <flyrotary@lancaironline.net>
Sent: Wednesday, September 4, 2019 2:01 AM
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Subject: [FlyRotary] Re: The ultimate question... Was just talking to the engine builder and the answer to one question
also answered another -

The reason that the engine will have two turbos is that they are set up
sequentially - the first one operates as a turbo normaliser to 500 rpm
above cruise rpm.  Once the throttle is opened past that point for
takeoff/climbout the second turbo kicks in to more power.

That also explains the fuel efficiency at cruise - only a small turbo is
operating to provide turbo normalisation.  Hope this makes sense!



On 4/09/2019 11:21 am, Kent Bedford kbedford@alphalink.com.au wrote:
> Kind of strange how it worked out, but when we made a small change to
> the design that gave a tangible benefit we suddenly found ourselves
> with room for an extra 40 gallons on top of what we already had - 90
> gallons should be enough for range to be governed by bladder size
> instead of fuel tank size.
>
> On 4/09/2019 6:08 am, Charlie England ceengland7@gmail.com wrote:
>> On 9/3/2019 2:31 AM, Kent Bedford kbedford@alphalink.com.au wrote:
>>> ...if someone has an about 450hp four rotor + turbo engine with
>>> effective cooling, and resolves the torsional vibration and
>>> resonance issues (which will partly be resolved by having four
>>> rotors anyway), are there any other foreseeable likely or possible
>>> issues that may need to be overcome to successfully operate it with
>>> a good 500hp-rated PSRU like a Ballistic or similar?
>>>
>> Figuring out where to put the fuel, unless you're talking about a
>> time-to-climb record attempt or Reno racer. Any usable a/c at that
>> power level may require your own refinery.
>> Charlie
>>
>>
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