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Message
> A real good method to reduce your risk is
to assume every failure will happen to you.
Not
much of a stretch for me :(
So, a screen at exhaust header would be a good example. We know it wouldn't
last, but the concept is valuable.
The
concept, perhaps, but not the screen. It would disintegrate, go through the
turbine wheel, parts of which could then go back through where the screen used
to be :)
Perhaps a little dip in your exhaust manifold would be enough to slow down
the debris. Just a little bend in the tubing might be enough. Moving
the turbo further from the exhaust port.
Yep!
The new manifold does all of these things. It would be a much more tortuous path
now. With the stock manifold it was a "straight shot".
Only after you've give thought to reducing the EFFECT of the failure, do
you consider ways to prevent the failure.
The
effect of the failure was the important part. I flew home 35 miles and landed
normally.
I"m considering that and measuring turbo rpm dynamically. Not sure if I can
do it. But it would give me huge advance notice of turbo problem.
Turbo
RPM would be nice, but there's really no need. The turbo map tells you what
the rpm will be at any particular boost level and what rpm the unit is rated
for. Ross calculated that I would still be "on the map" at 6300 rpm and 46
MAP at 18,000'. So long as I don't exceed these numbers (ie no chance in hell)
the turbine rpm will remain well within limits. Using the same formulae it's
possible to calculate that the stock turbo will blow right about where it does.
:) What the formula doesn't allow for is bearing failure or turbine
blade failure from continuous load. That seems to happen after about 10 hrs.
even if you stay on the turbo map.
John
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