Return-Path: <13brv3@bellsouth.net> Received: from imf18aec.mail.bellsouth.net ([205.152.59.66] verified) by logan.com (CommuniGate Pro SMTP 4.1.5) with ESMTP id 2637605 for flyrotary@lancaironline.net; Wed, 15 Oct 2003 09:22:56 -0400 Received: from rad ([68.212.14.231]) by imf18aec.mail.bellsouth.net (InterMail vM.5.01.05.27 201-253-122-126-127-20021220) with ESMTP id <20031015132255.CGVZ21489.imf18aec.mail.bellsouth.net@rad> for ; Wed, 15 Oct 2003 09:22:55 -0400 From: "Russell Duffy" <13brv3@bellsouth.net> To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: boost Date: Wed, 15 Oct 2003 08:23:29 -0500 Message-ID: <000c01c3931f$8632c7d0$6001a8c0@rad> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_000D_01C392F5.9D5CBFD0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.4510 Importance: Normal In-Reply-To: X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 This is a multi-part message in MIME format. ------=_NextPart_000_000D_01C392F5.9D5CBFD0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit At full throttle I can spike as high as 9psi, but it will maintain 7psi. Maybe tomorrow when above 10K I may try my actuator bleed valve to increase the boost a little. Sounds like your porting job is working pretty well. I imagine ending up with a bleed valve sort of control when it's all finalized (whenever that might be). My main concern with using an aftermarket turbo is the oil return. The stock TG uses gravity, but I'd expect an aftermarket installation to be mounted a little low for this, requiring a scavenge pump...... yet more weight & complexity Since you have to make your own manifold, you can position the turbo anywhere you want. I can even turn the new one around to have the exhaust pointing toward the rear if I want to. I would actually love to shoot the exhaust out the rear cheek cowl opening, but I'm worried that I'll get exhaust in the cockpit. Also, if I thought the side of the plane was hot the other day... :-) Keep those test reports coming. Rusty ------=_NextPart_000_000D_01C392F5.9D5CBFD0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Message
At full=20 throttle I can spike as high as 9psi, but it will maintain=20 7psi. Maybe tomorrow when = above 10K I may=20 try my actuator bleed valve to increase the boost a little. 
 
Sounds like = your porting job=20 is working pretty well.  I imagine ending up with a bleed = valve sort=20 of control when it's all finalized (whenever that might=20 be).
 
 My main concern = with using=20 an aftermarket turbo is the oil return. The stock TG uses gravity, = but I'd=20 expect an aftermarket installation to be mounted a little low for this,=20 requiring a scavenge pump......   yet more weight &=20 complexity 
 
Since you have to make your own manifold, you = can position=20 the turbo anywhere you want.  I can even turn the new one = around to=20 have the exhaust pointing toward the rear if I want to.  I would = actually=20 love to shoot the exhaust out the rear cheek cowl opening, but I'm = worried that=20 I'll get exhaust in the cockpit.  Also, if I thought the side of = the plane=20 was hot the other day... :-) =20
 
Keep those test reports=20 coming.
 
Rusty
=
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